Investigation of wear and friction properties of Al-Cu-Mg composites

reinforced with SiC/Gr particles.

Monikandan V.V.a , G. Vijayabhaskarb, K. Manisekarc, P. Ravindrand.

a
P.G. Student,
Center for Manufacturing Sciences, National Engineering College, K.R. Nagar-628 503.
saai.manikandan@gmail.com
b
P.G. Student,
Center for Manufacturing Sciences, National Engineering College, K.R. Nagar-628 503.
saai.manikandan@gmail.com
b
Head of department
Center for Manufacturing Sciences, National Engineering College, K.R. Nagar-628 503.
kmsekar@rediffmail.com
c
Lecturer
Center for Manufacturing Sciences, National Engineering College, K.R. Nagar-628503.
energyravindran@gmail.com

ABSTRACT
The wear and friction properties of Al-Cu-Mg-based composites reinforced with SiC/Gr particles was examined
under varying applied load (5-20 N) and within a sliding velocity range (1.4-2 ms-1 )and sliding distance range
(500-2000 m) at room conditions. The dry sliding wear behavior was studied using pin-on-disc method against
EN31 counter surface and SIC paper of sizes 600,800 and 1200, giving emphasis on parameters such as friction
coefficient and weight loss as a function of applied pressure, sliding velocity and sliding distance. It was noted that
the wear properties of the composite was deteriorated significantly with rise in applied pressure due to penetration
of counter surface asperities to pin surfaces. It was observed that the weight loss was increased with increase in
sliding distance. While, the friction coefficient followed reverse trend. Both the weight loss and friction coefficient
reduced significantly with rise in sliding velocity.Graphite content formed a tribolayer that reduced friction. In
case of abrasive wear, the alignment of worn SiC precipitates along sliding direction reduces interaction of
counter surfaces and thus reducing the weight loss with rise in applied load.

Keywords: Aluminium based composite, Wear and friction, Effect of sliding speed, sliding distance, and load

1 INTRODUCTION
 Aluminium based composites refer to the class
of light weight high performance aluminum centric
material systems. The reinforcement in Aluminium
matrix composites could be in form of powder
elements in weight fractions ranging from a few
percent to 60 % [1]: These composites are designed
to have the toughness of matrix and strength of hard
reinforcement such as graphite and silicon carbide.
The major advantages of AMCs compared to
unreinforced materials are as follows: greater
strength, improved stiffness, reduced density, good
corrosion resistance, improved high temperature
properties, controlled thermal expansion coefficient,
thermal/heat management, enhanced and tailored
electrical performance, improved wear resistance and
improved damping capabilities [1-4].
Aluminum matrix composites are widely used
because of their excellent combination of properties.
Applications of such materials take place in
automobile, mining, aerospace, defense and other
related sectors. In the automobile sector, Al
composites are used for making various components
such as brake drum, cylinder liners, cylinder blocks,
and drive shaft. Using Al composites in aerospace
industries is supported by the structural applications
of such engineering materials making them widely
used in helicopter parts (parts of the body, support for
rotor blades, drive shafts), rotor vanes in compressors
and in aero-engines [1-3]. In general these materials
are developed for the production of high wear
resistant components. The major part of application
of AMCs includes moving and sliding parts. Hence
the investigation of Tribological properties of these
materials is very important to enhance the
understanding of its behavior while in service
application. Reinforcement of aluminium matrix with
SiC has generally been observed to improve wear and
abrasion resistance [4]. Abrasive wear behavior of
various aluminium base composites reinforced with
hard particles has been studied and found that the
wear rates of these hard particle composites are
significantly lower than the wear rates of
corresponding base element. It has been found that
alloying elements such as silicon carbide and graphite
can improve Tribological and mechanical properties.
Silicon carbide has found to enhance the
properties like strength, stiffness, wear and fatigue
life of the composite. The addition of SiC restricts the
deformation of the matrix against applied load. [4].
Copper is also an effective alloying addition towards
improving wear resistance properties [7]. Graphite
reinforced MMCs exhibit low friction, and excellent
anti-seizing characteristics. At low addition levels (5
wt.%) it imparts improved tribological traits through
the formation of a graphite-rich film on the tribo-
surface. However for composites with 10 wt. % or
more graphite addition, the wear increased. [6]. This
converse characteristic can be compensated by the
addition of silicon carbide which presumably imparts
improved mechanical characteristics. Hence it should
be established that characteristics of alloying
elements are detrimental to resultant properties of the
composite. The purpose of this work is to investigate
the effect of load, sliding distance and sliding
velocity on wear and friction properties of Al-Cu-Mg
composite reinforced with SiC/Gr particles
2 EXPERIMENTAL STUDIES
2.1 Materials
The powders were commercially obtained from
Metal Powder Company (Mepco) Thirumangalam,
Madurai. The test material studied in this work were
a mixture of aluminium (commercial grade Al,~99%
purity) with a particle size of 45 µm as matrix and
silicon carbide particulates with a size of 60 µm and
graphite particles of 20 µm were utilized as
reinforcing phase. The chemical composition of the
different alloys used in this study is represented in
table 1.
Chemical composition (wt.%) of Al-Mg-Cu
composite
SiC Maximum 10
Gr Maximum 5
Mg 4
Cu 4
Fe Maximum 0.5
Cr Maximum 0.25
Mn Maximum 0.25
Ti Maximum 0.25
Zn Maximum 0.25
Al Balance.
Table 1
2.2 Processing
Specimen was manufactured from elemental
powder via powder metallurgy as shown in Fig. 1.
The powders were blended for 4 h in tumble mixer
rotating at 45 rpm. This was followed by cold
compaction up to 300 KN of the powder in a die that
was designed to produce billets of 20 mm.
Compaction was done using the hydraulic
compression testing machine at room temperature.
The green compact was sintered at controlled
atmosphere at closely regulated temperature of 4500 C
for 60 mins. and then air cooled at ambient
conditions. The diameter of the Preform was reduced
from 20 mm to 8 mm by turning operation. The
turned preform was polished using 600 grit silicon
carbide paper.
Figure 1. specimen
2.3 Procedures
Dry sliding wear tests were conducted using
a pin on disk tester (model: ED-201, Wear and
friction monitor, Ducom Make, Bangalore). The
schematic of this machine is shown in Figure 2. Pin
specimens of diameter 8 mm and length 15 mm were
machined from powder metallurgy produced billets.
Contact surfaces were prepared by grinding against
silicon carbide paper and cleaning with acetone. A
pin-holder loaded the stationary pins vertically on to
a rotating EN 31 steel disc of hardness 500 HV. For
abrasive wear tests the disk is replaced by SiC grit
paper. All experiments were conducted under room
conditions. During sliding the load is applied on the
specimen through cantilever mechanism and the
specimens brought in intimate contact with the
rotating disc or SiC grit paper at track radius of 70
mm. Three experimental conditions of load, sliding
distance and sliding velocity are selected for
measuring wear and friction.
1)Four normal loads (5, 10, 15, 20 N) were applied
using dead weights, while speed as 500 rpm and
sliding distance as 500 m constant.
2) Four sliding velocities (1.4, 1.6, 1.8 and 2 m/s)
were attained by varying speed, while load as 15 N
remained constant.
3) Four sliding distances (500, 1000, 1500 and 2000
m) were attained by varying time, while load as 15 N
and speed as 500 rpm remained constant.
Before and after each test, the pins were
carefully cleaned with acetone and weighed using a
sensitive electronic balance with a accuracy of ± 0.1
mg to determine the weight loss.
Figure 2. Schematic of the pin-on-disk apparatus
The friction coefficient was computed from
the recorded frictional force and applied load. (i.e. the
ratio of frictional force to the applied load). This
procedure is repeated for all three experimental
conditions. For abrasive wear tests, the counter face
disk is replaced by SiC grit paper of sizes 600, 800
and 1200. The procedure to determine wear and
coefficient of fiction remains the same.
3 RESULTS AND DISCUSSION
3.1 Effect of load on weight loss
The weight loss of the sample as a function
of applied pressure is depicted in Fig. 3. The Fig.
shows that the weight loss of the specimen increases
with increase in load. This is primarily due to the
fact with increase in applied pressure, the penetration
of hard asperities of the counter surface to the softer
pin surface increases. Again, with increase in applied
pressure surface and subsurface deformation and
micro cracking tendency increases. The effective
wear from the specimen surface is due the combined
effect of all these factors. It was immediately
apparent that weight loss was greater at the higher
load of 20 N. It should be noted that there is no
abrupt rise in weight loss which exhibits the absence
of transitional load up to 20 N.
3.2 Effect of load on friction coefficient
The coefficient of friction is the ratio of
friction force to applied load. As seen from Fig. 4
which shows that there was a decrease in coefficient
of friction with increase in load. There were no
entrapped SiC particles between counter surfaces
leading to less coefficient of friction. Similar to
weight loss characteristics, here too absence of abrupt
rise of friction coefficient indicates that there is no
transitional load up to 20 N.
Figure 3. Weight loss as a function of load
Figure 4. Friction coefficient as a function of load
3.3 Effect of sliding distance on weight loss
Fig. 5 shows the weight loss as a function of
sliding distance at applied load of 15 N to 70 mm of
track radius and sliding velocity of 1.4 m/s. Initially
the temperature of the contact surface is less and the
asperities are sharper, stronger and rigid, thus at
initial stage the wear is mainly due to fragmentation
of asperities and removal of material due to cutting
and flowing actions of penetrated hard asperities into
the softer surface. Also, as the time progresses, the
frictional heating increases and higher temperature
leads to softening of the surface materials and the
asperity contacts are readily deformed.
Because of combined actions of load,
(Normal and shear stress acting on the higher stress
points of asperities make them deform) and sliding
distance subsurface microcracks are generated which
finally leads to removal of wear debris. As a result, it
is expected that weight loss will increase with
increase in sliding distance.
Figure 5. Weight loss as a function of sliding
distance
3.4 Effect of sliding distance on coefficient of
friction
Fig. 6 shows coefficient of friction as a
function of sliding distance at applied load of 15 N,
70 mm of track radius and sliding velocity of 1.4 m/s.
The plot shows that coefficient of friction decreases
with increase in sliding distance. During sliding, the
contact surfaces were heated by frictional heating and
surface, subsurface deformations. While the counter
surfaces are in relative motion, the frictional heating
is continuous because of insufficient time for heat
dissipation. In addition, because of relatively less
temperature, the temperature gradient of the
specimen surfaces with respect to the bulk of the
specimen and the surrounding environment is less.
This also leads to slower rate of heat dissipation, after
certain period, temperature rises significantly and
then temperature gradient increase; this results in
higher rated of heat dissipation. Again because of
greater flowability of the material on the specimen
surface, sliding action is more; this reduces frictional
heating and consequently coefficient of friction.
3.5 Effect of sliding velocity on weight loss
Weight loss versus pressure and sliding
speed curves for the Al-based composite were shown
in Figure 7. The curve shows that the weight loss of
the material decreased with increase in sliding
velocity. Smearing can be produced by both
movement of wear material from one place to another
on the wear surface and its back transferring from the
disc surface to sample surface, while scratches are
caused by ploughing action of hard particles. It may
be observed in this work that as the sliding speed
increased, the area of smeared material increased and
scratches become deeper. Since more smearing leads
to lower wear loss, Al-based composite is expected to
exhibit higher wear resistance which was vindicated
by the plots shown in the Fig. 7.

Figure 8. Friction coefficient as a function of

sliding velocity

3.7 Effect of load on weight loss for abrasive wear

Figure 6. Friction coefficient as a function of
sliding distance
The weight loss as a function of load is
shown in Figure 9. As the plot shows the weight loss
gradually decreases with increase in applied load for
all the grit sizes of 600, 800, and 1200. The
subsurface deformation rise leads to alignment of
stronger precipitates along the sliding direction. In
addition temperature also leads to greater flowability
of surface materials and thus increase greatly the
possibility of compaction of wear debris on the
specimen surface. Thus effectiveness of the abrasive
action of the counter surface asperities reduces which
leads to reduction in weight loss; the same was meant
for all grits.

Figure 7. Weight loss as a function of sliding

velocity

3.6 Effect of sliding velocity on friction coefficient

Coefficient of friction decreased with rise in
sliding velocity as shown in the curve of the Fig. 8.
Graphite addition influences friction coefficient.
There was reduction in friction coefficient which
could be attributed to the presence of smeared
graphite layer at the sliding surface of the wear
sample which acts a solid lubricant. This lubricant
film prevents direct contact of the two surfaces. The Figure 9. Weight loss as a function of load
decreased coefficient of friction due to increased
addition of graphite particles has also been observed
by many workers. 3.8 Effect of load on friction coefficient for
abrasive wear
The friction coefficient as a function of load
is shown in Figure 10 for all grit sizes of 600, 800,
and 1200. There was gradual reduction in friction
coefficient with increase in load. The graphite forms
a tribo layer which prevented metal to metal contact
and lowered the coefficient of friction.
Figure 10. Friction coefficient as a function of load
4 CONCLUSIONS
Tribological behavior of Al-based composite has
been experimentally analyzed, leading to following
conclusions.
1, Increase in weight loss due to increase in load
indicates the penetration of hard counter surface
asperities to a softer pin material. There is no abrupt
rise in weight loss and friction coefficient which
shows that there was no transitional load up to 20 N.
3, The weight loss of the composite had increased
with increase in sliding distance, owing to combined
action of load, sliding distance and sliding speed
which removes wear debris from asperity contacts.
The friction coefficient decreases with increase in
sliding distance due to continuous relative motion of
counter surfaces.
4, It was observed that weight loss decreases with
increase in sliding velocity. When sliding velocity
increases the area of smeared material becomes more
which leads to lower weight loss. , The coefficient of
friction decreases with increase in sliding velocity.
The graphite forms a Tribolayer which prevents
metal to metal contact and consequently decreasing
friction coefficient.
5, For abrasive wear, the weight loss gradually
decrease with increase in load because of alignment
of precipitates along sliding direction which reduces
metal to metal contact. This lead to the reduction of
weight loss with increase in applied load. The friction
coefficient also decreases with increase in applied
load.
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