Abstract
EBSD mapping of a welding zone ((A) image of crystal orientation, (B) pole figure, (C and D) EBSD color, black-white images of the joint); variation of the thickness of the Fe2Al5IMC layer with the simulation time.
Highlights
Al–Fe dissimilar joints have been widely used in automotive and rail transit industries due to its light weight, which results in less energy consumption and reduces air pollution.[1]
It is known that the formation and growth of Al–Fe intermetallic compounds (IMCs) is dependent on local temperature and change of the concentrations of solute atoms.[22,23]
Both the size of the Fe2Al5 IMC and thickness of the IMC layer increased with an increase of the welding current into the base metal, and the Fe2Al5 IMC is orderly distributed between the Al alloy and the steel (Fig. 8a)
Summary
Al–Fe (aluminum–steel) dissimilar joints have been widely used in automotive and rail transit industries due to its light weight, which results in less energy consumption and reduces air pollution.[1]. Mechanisms for the formation and growth of Al–Fe IMCs remain elusive. Song et al.[16] studied the microstructures of butt joints made by the TIG welding-brazing method and composition of the Al–Fe IMC layer. Madhavan et al.[17] analyzed the effect of heat input on the microstructures, and the mechanical and corrosion behavior of Al–Fe joints. Their results did not reveal the intrinsic behavior involving formation and growth of the Al–Fe IMCs due to limited information from experimental results. Considering the applications of Al–Fe dissimilar joints in automotive and rail transit industries, a DE-GMAW-brazing method was used in this work to join Al alloy to galvanized steel. The Monte Carlo (MC) method incorporated with thermal and diffusion analyses was used to simulate growth of the Al–Fe IMCs
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