International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882

Volume 3, Issue 3, June 2014

Evaluation of Tribological Behaviour of LM13 Silicon Carbide

Composite under Ambient & Elevated Temperature
V.D. Londhe1, Prof. M.S. Mhaske2, Prof. R.A. Kapgate3
1,2

Department of Mechanical Engineering, P.R.E.C, Loni

3Principal, K.B.P. Polytechnic College of engineering, Kopargaon

ABSTRACT
Composites are materials used for variety of industrial
applications owing to their improved mechanical
properties over the conventional alloys and materials.
Metal matrix composites are most commonly used
composites. This project describes tribological behaviour
of LM13 cast Al alloy, stir cast Al/SiC10% composite (10
% volume of silicon carbide particles of size 25 ms
reinforced in LM13 aluminium alloy matrix) & semimetallic lining material ( brake pad ) sliding against
grey cast iron disc having chemical composition &
surface roughness value ( Ra 1.57 ) same as that of
disc used in actual passenger vehicle under dry sliding
condition at ambient & elevated temperature on pin on
disc apparatus ( pin heating machine ) TR20PHM400 for
duration of 20 minutes & temperature is 1250 C, 2250 C
& 3000 C. Load & sliding speed was varied so as to
represent actual braking condition in passenger vehicle.
The nominal contact pressure between brake pad & disc
is from 0.3 to 2 MPa as that of actual condition &

sliding velocity is 5.55 m/s, 11.11 m/s & 16.67 m/s.

For semi-metallic lining material sliding against
grey cast iron wear & frictional forces increases with
load & speed. For composite at ambient temperature
wear was less & frictional forces was high & at elevated
(average) temperature wear was negative due to
formation of tribolayer at interface between pin & disc
but decrease in coefficient of friction.
Keywords Metal matrix composites, Semi-metallic
lining material, Stir casting, Wear behaviour, Wear
properties

I.

INTRODUCTION

Now a day disc brakes have been used widely in light

vehicles. Due to repetitive braking leads to temperature
rise of various brake components of vehicle that reduces
performance of brake system. Long repetitive braking

leads to brake failure & cause severe wear of brake pad.

Due to heavy braking there is formation of hot spots on
brake disc and formation of grooves on brake pads (
semi-metallic lining material ) and excessive wear
leading to failure of brake system. There is generation of
high temperature between or at interface between disc &
brake pad which leads to premature failure & brake
fading. At high temperature there is generation of
surface cracks & large amount of plastic deformation in
brake rotor. Due to excessive braking the wear particles
of brake pad get entrapped in between the brake pad &
disc which lead to wear of brake pad.
N. Natarajan, S. Vijayarangan & I. Rajendran [1]
investigated wear behaviour of A356-25SiCp aluminium
metal matrix composite against lining material &
compared with conventional grey cast iron.The metal
matrix composites have considerable higher wear
resistance than conventional grey cast iron while sliding
against automobile friction material under identical
conditions. A gradual reduction of friction coefficient
with increase of applied load is observed for both cast
iron and Al MMC materials. However, in all the tests it
is observed that the friction coefficient of Al metal
matrix composite is 25% more than the cast iron while
sliding under identical conditions. The wear of the lining
material has been observed more when sliding against
MMC disc because of the ploughing of the lining
material by the silicon carbide particles.
The wear grooves formed on the lining material while
sliding against MMC and cast iron have been analysed
using optical micrographs. G.Straffelini, M.Pellizzari &
A.Molinari [4] investigated the effect of load and
external heating on the friction and wear behaviour of
two Al-based metal-matrix composites (SiC10 and
SiC20, containing 10 and 20 vol.% of reinforcement) dry
sliding against a semi-metallic friction material was
studied. For loads lower than 200N wear was by
abrasion and adhesion, and friction coefficient was quite
high, around 0.45. For loads higher than 200 N, friction

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 3, June 2014

decreased with load in both materials, whereas wear

increased with load for SiC10 and became negative,
because of transfer for SiC20. External heating induced a
decrease in wear of both composites (and was negative
in both cases) but also an unacceptable decrease in
friction and increase in wear of the counterface friction
material. The particular friction and wear behavior
displayed by the materials under study was explained
making reference to the characteristics of the transfer
layer, which forms on the surface of the rotating disc.
R.K. Uyyuru, M.K. Surappa & S. Brusethaug [5]
investigated tribological behavior of stir-cast AlSi/SiCp
composites against automobile brake pad material was
studied using Pin-on-Disc tribotester. The Al-metal
matrix composite (Al-MMC) material was used as disc,
whereas the brake pad material forms the pin. It has been
found that both wear rate and friction coefficient vary
with both applied normal load and sliding speed. With
increase in the applied normal load, the wear rate was
observed to increase whereas the friction coefficient
decreases. However, both the wear rate and friction
coefficients were observed to vary proportionally with
the sliding speed. During the wear tests, formation of a
tribo-layer was observed, presence of which can affect
the wear behavior, apart from acting as a source of wear
debris. Tribo-layer formed over the worn disc surfaces
was found to be heterogeneous in nature.
There is need to study tribological characteristic of
automobile brake pad & braking system of passenger
vehicles as the main aim of braking system is to control
speed of vehicle. So for braking action coefficient of
friction & frictional force should be maximum. But due
to excessive braking action there is formation of hot
spots & wear of brake pad material. This leads to study
& development of metal matrix composite as alternative
material used in place of brake pad material. This project
work gives idea about development & tribological
characteristic of metal matrix composite used in place of
conventional lining material.

II.

are made up of square cross section as it is not possible

to produce circular cross section. A 320 emery paper is
used to clean surface of pin before starting of each
experiment.

2.2 Material for disc

The disc used for testing is having same chemical
composition as that of brake disc used in vehicles (fig.1).
The disc is made up of grey cast iron developed at
Bhagwati Casters Pvt. Ltd. at Nasik. The elements
present in disc is C- 3.14% , Mn- 0.72%, Si- 1.86%, S0.15%, P-0.27% & Fe-93.86%. The disc is machined to
diameter of 165mm & 8mm thickness with surface
roughness value ( Ra ) of 1.57 same as that of actual
brake disc. The surface roughness value is checked by
using SURFTEST 221 series 178, MITUTOYA ( Japan
made ) in Metrology & Quality Control Lab in
Mechanical Dept of Amrutvahini Polytechnic College
Of Engineering, Sangamner.

Fig. 1 Grey cast iron disc

MATERIALS

2.1 Materials for pin

The pin samples prepared were LM13 cast Al alloy,
composite ( LM13/ SiC10% ) & semi-metallic brake pad
lining material of Maruti 800 car. The Al alloy &
composite pins were made up of circular cross section of
8 mm diameter & 25 mm length. The brake pad material
pin is made with square cross section of dimension 8*8
mm with 40 mm length. The pin samples of brake pad

Fig.2 Experimental setup of pin on disc apparatus

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 3, June 2014

2.3 Development of LM13 (Al) / SiC10% Metal

Matrix Composite
In the development of composite matrix is LM13 cast Al
alloy ( 12 % Si, 2.5 % Ni, 0.9 % Cu, 1.2 % Mg ) is
reinforced with silicon carbide particles of size 25 ms
(10 % by weight). LM13 Al alloy is eutectic aluminium
silicon alloy used for elevated temperature application
where low coefficient of thermal expansion & good
bearing properties are essential. Stir casting technique is
used to manufacture composite.The experimental setup
for stir casting was available at V.R.D.E, Ahmednagar.
The set up consist of electric furnace, muffle furnace,
degassing unit manufactured by Foseco India Ltd. The
silicon carbide particles were preheated upto 9000 C in
muffle furnace for 3 hours so as to make their surface
oxidized. Aluminium alloy ( LM13 ) was melted in
electric furnace at temperature about 600 7000 C. The
molten slurry of LM13 Al alloy was stirred by stirrer for
3 5 minutes at 400 rpm in clockwise & anticlockwise
direction so as to create vortex. The molten slurry was
degassed by using nitrogen gas so as to avoid formation
of blow holes or inclusions in casting. Then the
preheated SiC particles were added during stirring of
molten metal. Due to vortex formation negative pressure
is created at centre and SiC particles get well dispersed
in Al matrix. The stirring was carried for 20 minutes.
Then the molten melt is poured in sand mould and
casting was prepared in form of slab.

III.

EXPERIMENTAL PROCEDURE

The experiment is been conducted on pin on disc

apparatus tribotester ( TR20PHM400 ) at ambient &
elevated ( average ) temperature ( by pin heating ) for
duration of 20 minutes. The pin material is semi-metallic
brake pad lining material having square cross section of
8*8 mm & length 40 mm, while LM13 cast Al alloy &
LM13-10SiC composite of circular cross section of
diameter 8mm & length 30 mm for composite & 25 mm
for Al alloy. The disc is made up of grey cast iron
having same chemical composition as that of brake disc
used in passenger vehicles. The chemical analysis for
disc was carried out at Neptune Metallurgical Laboratory
at Nasik, while chemical analysis for composite was
carried at Shanmukha Laboratory in Nasik. The disc is
mounted by using dial indicator within 10 m run out.
Before starting of experiment surface of pins were
polished by 320 emery paper. The test is carried out in
ambient & elevated ( average ) working temperature by
pin heating. For pin heating the pin is inserted in collet

of 8mm diameter & surrounded by heater coil of make

FUJI electric system. The temperature selected for
elevated temperature condition is same as that of
temperature generated in between at interface between
brake pad & disc during braking. The maximum
temperature attained during heavy braking was reached
upto 800-9000 C. The temperature selected for testing is
average temperature taken & it is 1250 C, 2250 C & 3000
C. The load acting on brake pad during braking varies
from 0.3 MPa to 2 MPa & duration of testing is taken 20
min. On calculation based on cross section of pin the
normal load acting on disc for semi-metallic lining
material having square cross section is 19.2 N, 94.08 N
& 128 N. And for composite & LM13 cast Al alloy
having circular cross section is 15.07 N, 74 N & 100.53
N. The sliding velocity for ambient & elevated
temperature condition is 5.55 m/s, 11.11 m/s & 16.67
m/s. For elevated temperature testing ( pin heating ),
LM13-10SiC composite is used as pin & temperature
selected were 1250 C, 2250 C & 3000 C average
temperature, which is actual temperature generating
during braking in between brake pad & disc & load is
constant and is 100.53 N. In order to avoid heat transfer
to loading lever U shape spacer made up of wooden
material is placed in between pin holder & lever. The
temperature measurement is carried out by using J
type thermocouple & displayed on control system. The
power to heater coil given is 470 W, 230 V & 16 Amp
current. The test duration for ambient & elevated
temperature condition is 20 min. After putting the
weight in weighing pan make sure that pin is in contact
with disc & with the help of screw adjustment make
zero display for wear in control system. The LVDT is
used to measure the wear in m. The frictional force is
also directly measured on control system.

IV.

INTERPRETATION OF RESULTS

4.1 Wear of semi-metallic lining material against

cast iron
The wear test of semi-metallic lining material against
cast iron disc is carried out at room temperature at 19.2
N, 94.08 N, 128 N load & 5.55 m/s, 11.11 m/s, 16.67
m/s sliding velocities & results are analysed. The pin is
made up of semi-metallic lining material of square cross
section. The square cross section is selected as it is not
possible to make circular cross section. At higher load
lining material is forced against disc resulting into
generation of high temperature at interface, so the

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 3, June 2014

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60

Wear ( m )

40
20

Load 19.2
N

Load 94.08
N
0

-20
-40

10

20

Wear ( m )

Load 128 N

Sliding Velocity ( m/s )

60

Sliding
velocity (
m/s ) 5.55

40
20
0
0

-20
-40

100

200

Sliding
velocity (
m/s ) 11.11
Sliding
velocity (
m/s ) 16.67

Load ( N )

Wear ( * 10-9 m3 )

transfer film formed in between pin & disc is destroyed

& new transfer film is formed at higher sliding speed.
4.1.1 Wear in Semi-metallic lining material
Fig.3 shows variation of wear of semi-metallic lining
material with load & sliding velocity. The comparison of
wear with load shows that wear rate is low at higher load
& sliding velocity due to formation of transfer layer of
lining material on disc. With lower & moderate loading
wear is high with increase in sliding velocity as there is
presence of wear particles at interface between pin &
disc which lead to increase in wear. At higher load the
lining material is transfer to disc & leads to formation of
layer & there is reduction in wear at higher load. As
sliding speed increases there is destruction of layer &
increase in temperature at interface which leads to
formation of wear debris & increases wear.
4.1.2 Coefficient Of Friction for Semi-metallic Lining
Material
The coefficient of friction is defined as ratio of frictional
force to normal applied load. For braking action
coefficient of friction should be higher. Fig 4 shows
variation of coefficient of friction with sliding velocity
& load. At higher load & sliding velocity coefficient of
friction is stable. The friction coefficient is lower at
lower load & increases with applied load. At lower load
the transfer layer formed at interface between pin & disc
is stable. At higher load the layer is destroyed at faster
rate & temperature is also high. At higher applied load &
sliding velocities formation of transfer film is high so
coefficient of friction is high. The coefficient of friction
is stable & constant at higher load. At lower load
coefficient of friction increases while for higher load
coefficient of friction decreases.
4.1.3 Frictional force for Semi-metallic Lining
Material
Fig 5 shows variation of frictional force with sliding
velocity & load. The frictional force is defined as
product of applied normal load & coefficient of friction.
From observations it is clear that frictional force
increases with applied load & at higher load & sliding
velocities frictional force decreases. Frictional force
increases with load.

2
Load 19.2 N

1
0
-1

10

20

Load 94.08
N
Load 128 N

-2
-3

Sliding Velocity ( m/s )

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 3, June 2014

Sliding
velocity (
m/s ) 5.55

2
1

Sliding
velocity (
m/s ) 11.11

0
-1

Frictional Force ( N )

Wear ( * 10-9 m3 )

50

100

150

Sliding
velocity (
m/s ) 16.67

-2
-3

25
20
15

Load 19.2 N

10

Load 94.08 N

Load 128 N

0
0

10

20

Sliding Velocity ( m/s )

Load ( N )

Frictional Force ( N )

Fig.3 Variation of wear of semi-metallic lining material

with load & sliding velocity

Coefficient Of Friction

30

0.35
0.3
0.25
0.2
0.15

Load 19.2 N

0.1

Load 94.08 N

25

Sliding
velocity (m/s)
5.55

20
15

Sliding
velocity (m/s)
11.11

10
5
0
0

Load 128 N

0.05

30

50

100

150

Sliding
velocity (m/s)
16.67

Load ( N )

0
0

10

Fig.5 Variation of frictional force with sliding velocity

& load

20

Sliding Velocity ( m/s )

Coefficient Of Friction

4.2 Wear of LM13 cast Al alloy against cast iron

0.35
0.3
0.25
0.2
0.15
0.1
0.05
0

Sliding
velocity
(m/s) 5.55
Sliding
velocity
(m/s) 11.11
0

50

100 150

Sliding
velocity
(m/s) 16.67

Load ( N )
Fig.4 Variation of coefficient of friction with sliding
velocity & load

The wear test of LM13 cast Al alloy material against

cast iron disc is carried out at room temperature at loads
15.07 N, 74 N, 100.53 N at sliding velocities 5.55 m/s,
11.11 m/s, 16.67 m/s & after each test result is analysed.
The pin is made up of LM13 cast Al alloy material of
circular cross section. It is observed that at higher load &
sliding speed wear of LM13 cast Al alloy material is
high.
4.2.1 Wear in LM13 cast Al alloy material
It is observed that at higher load & sliding velocities
wear volume of LM13 alloy increases & there is linear
relationship between two in steady state. Mode of wear
under this condition is oxidative during entire duration
of test. The mode of wear is severe & metallic in nature.
Formation of smooth strip, severe plastic deformation &
crack indicating occurrence of metallic wear. Oxidation
& thermal softening of material with rise in surface
temperature are two main factors which control wear &

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 3, June 2014

friction response against counter surface material.

Oxidation occurs only at real area of contact where
surface temperature is highest. When oxide film is
ductile, thick, continuous & adhered to surface it
reduces friction & wear. When oxide film is brittle it
acts as hard impurity or particle between mating
surfaces. At higher load oxide film formed is not stable
& leads to increase in wear.
4.2.2 Coefficient Of Friction for LM13 cast Al alloy
material
The friction coefficient increases with load & sliding
velocities. There is linear relationship between load &
coefficient of friction. While coefficient of friction is
stable & high at high sliding velocities.
4.2.3 Frictional force for LM13 cast Al alloy material
It is clear that frictional force increases with applied load
& sliding velocities. Frictional force increases with load.
But wear is maximum at higher frictional forces.

4.3 Wear of LM13-10SiC composite against cast

iron
The wear test of LM13-10SiC composite material
against cast iron disc is carried out at room temperature
at loads 15.07 N, 74 N, 100.53 N at sliding velocities
5.55 m/s, 11.11 m/s, 16.67 m/s & after each test result is
analysed. The pin is made up of LM13-10SiC composite
material of circular cross section. It is observed that at
higher load & sliding speed wear of LM13-10SiC
composite material is high.
4.3.1 Wear in LM13-10SiC composite material
It is observed that at higher load & sliding velocities
wear volume of composite material increases . At lower
& moderate load there is formation of dark adherent
transfer layer which is formed at interface between pin &
disc. Due to which wear is low. But at higher load &
sliding speed the temperature at interface between pin &
disc is increased. So the layer which is formed is
destructed leading to formation of wear particles which
leads to increase in volume loss of material. And at
lower loading coefficient of friction is high as compared
with semi-metallic lining material & wear is negative at
high sliding velocities. At higher loading as SiC particles
were released & leads to abrasive wear increases wear.
4.3.2
Coefficient Of Friction for LM13-10SiC
composite Material
The friction coefficient increases with load & sliding
velocities. There is linear relationship between load &
coefficient of friction. The coefficient of friction is high
at lower load as compared with semi-metallic lining
material & wear is negative.

4.3.3 Frictional force for LM13-10SiC composite

Material
It is clear that frictional force increases with applied load
& sliding velocities. Frictional force increases with load.
But wear is maximum at higher frictional forces. The
frictional force is high as compared to semi-metallic
lining material.

4.4 Wear of LM13-10SiC composite against cast

iron ( Elevated condition )
The wear test of LM13-10SiC composite material
against cast iron disc is carried out at elevated
temperatures 1250 C, 2250 C, 3000 C at constant load
100.53 N & at sliding velocities 5.55 m/s, 11.11 m/s,
16.67 m/s & after each test result is analysed. The pin is
made up of LM13-10SiC composite material of circular
cross section. It is observed that at higher temperature &
sliding speed wear of LM13-10SiC composite material
is negative.
4.4.1 Wear in LM13-10SiC composite material
(Elevated condition )
It is observed that at higher temperature & sliding
velocities wear volume of composite material decreases .
At higher load there is formation of dark adherent
transfer layer which is formed at interface between pin &
disc. Due to which wear is low & negative. At 1250 C
temperature coefficient of friction is high but as
temperature increases coefficient of friction & frictional
force decreases.
4.4.2
Coefficient Of Friction For LM13-10SiC
composite Material (Elevated condition )
The coefficient of friction is high at 1250 C temperature
& wear is negative.
4.4.3 Frictional force For LM13-10SiC composite
Material (Elevated condition )
It is clear that frictional force increases with sliding
velocities. Frictional force increases with sliding
velocities. But wear is negative at higher frictional
forces.

V.

CONCLUSION

For semi-metallic lining material there is transfer of

material on disc & leads to
formation of transfer
layer, but at higher load & sliding velocity there is
generation of high temperature & destruction of transfer
layer which leads to increase in wear. The coefficient of
friction for semi-metallic lining material is high but wear
is also maximum. For LM13 cast Al alloy the wear &
frictional force increases with increase in load & sliding

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International Journal of Scientific Research Engineering & Technology (IJSRET), ISSN 2278 0882
Volume 3, Issue 3, June 2014

velocities. For LM13-10SiC composite material wear is

negative & coefficient of friction is high at lower load as
compared to semi-metallic lining material.
At higher load frictional force & wear is high for
composite material as there is destruction of transfer
layer which leads to formation of wear debris. For
composite material at 1250 C temperature of pin material
wear is negative & frictional force, coefficient of friction
is high as compared to composite material at room
temperature. At elevated condition the wear is negative
due to formation of stable adherent transfer layer but
frictional force & coefficient of friction is low at middle
of average temperature attained by brake pad during
braking action. Development of LM13-10SiC composite
material by using stir casting technique is more
economical & beneficial than any other manufacturing
process.

7.

8.

9.

10.

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