ELSEVIER Surface and Coatings Technology 100-101 ( 1998) 33-37

Mechanisms of transferring the matter in a friction process in

a tribology system: polymeric composite-metal
L. Starczewski *, J. Szumniak
Muterich Engineering Laborutory WITPiS, 0.5 -070 Sulejmvek, PO Box 1, Poland

Abstract

Polymeric composites are used in brake pads, brake linnings, brake couplings, etc. These elements work in variable environmental
conditions. Sometimes, outside the tribology system. the temperature is about -60 “C below 0 “C, but inside, the temperature
often reaches 700 “C or more. It is required that the coefficient of friction in these circumstances be stable in spite of a wear
resistance less than lo-’ m3 MJ -‘. As shown in studies performed by the authors. the process of forming the structure and the
property of these layers depend on the intensity of the reduction and transfer of the organic and non-organic composite’s
components which come into the contacted metal. The type of transfer and the quantity of the substance transferred in the friction
process determine the friction properties of the tribology connections. Control of the tribology properties of these types of
connections is possible by selecting a suitable elemental composition. This fact was confirmed by model scale laboratory
experiments and experiments that were performed in close to realic conditions. The results obtained confirm the advantageous or
destructive influences of substance transfer in the friction process on the tribological properties of the metal-polymeric composite
connection. 0 1998 Elsevier Science S.A.

Keywords; Composite; Polymer.; Tribology

1. Introduction layer of the metal, resulting in changes in its chemical

Improvement of the durability of the friction elements
of brakes and clutches in vehicles and other mechanical
units is a scientific and engineering issueof ever growing
importance. The modern development of brake and
clutch systems shows an increase in the energy load of
friction surfaces (increasesin p, u and T) with a simulta-
neous decrease in their dimensions, as well as higher
demands for efficiency, durability and reliability.
Friction composites consist of a polymer binder
70680% of organic mineral and metallic fillers containing
a number of elements, e.g. II, C, 0, N, Si, S, Ca, Fe,
Cu, Zn, Al, Ni, etc. The working conditions in the
friction composite-metal interaction zone (surface tem-
perature up to 1250 “C, stress in microstructure equal
to yield stress,continuous physicochemical friction acti-
vation, high temperature and tension gradient, etc.)
induce the destruction of the composite components to
an elemental/molecular form and their absorption at the
friction surface as well as its diffusion into the outer
composition and physicochemical properties. Proper
control over that process (i.e. use of fillers which diffu-
sion increasesthe resistance of metal surface for wear)
can improve the durability of the system and also lead
to an improvement in other properties (thermal stability
of friction coefficient). Such a process control presents
a complex problem. Contrary to improving the surface
layer by heat and chemical treatment, which allows
precisecontrol of all parameters (controlling atmosphere
and c. composition and temperature as a function of time), in
friction connections, there are rapidly changing transient
states. In such conditions, the transfer of matter to the
outer surface of a metal can be controlled by using a
diffusion promoter for advantageous elements and also
diffusion by inhibitors for elements decreasingthe outer-
layer properties. The events that occurred in the friction
area in the braking process are illustrated in Fig. 1.
2. Experimental procedures

* Corresponding author. Tel: +48 22 68 I I 024: The composite materials used for experiment were as
Fax: +48 22 68 I1 073: e-mail: witpisl@polbox.com.pl follows: 20% binder (phenol resin and melamine resin),

0X7-8972/98/$19.00 0 1998 Elsevier Science B.V. All rights reserved.

PII SO257-8972( 97 )00680-4
34

t1) d
1P 0.0 00
0 0
00 -Lo O.
.@a*@ 0 Oooo
Polymeric composite 0 000 0 a oo 00
( a brake pad ) 0 O0 0
+
d)
Adhesion or selective transfer
Destruction Adsorption ( gasous )
area

r Dlffuslon

Friction
i 11
4 Metal ( a disc brake )
Fig. 3. Scheme of possible behaviour of hydrogen in metal microstruc-
Fig. I General idea of transferring matter in a braking process. ture: (a) solid solution, (b) couples with a dissolved element, (c) dislo-
cation atmosphere, (d) accumulation at grain boundaries, (e)
accumulation of precipitates in a matrix at the boundaries and (f)
recombination and accumulation of Hz in cavities.
15-20% organic fillers, 40% mineral fibrous and granular
fillers. 20% metals, its oxides and nitrides. Friction was
realized on the inert machine with using the standard 3. Matter exchange in connection friction composite-
size of cars braking system. A metal disc-polymer fric- metal
tion backstop was used with the following parameters:
load p = 5.0 MPa; speed from 750 to 0 rpm; number of Analysis of the surface and surface layer of the metal
friction cycles, 75 with starting temperatures of 100, component revealed that in normal friction conditions,
200, 300 and 400 “C; relative environmental humidity, with a temperature in the range of 200-300 ~C, matter
< 60%. Matter transfer analysis was performed by using transfer between the interfacing parts is low. In such
a spectra surface analysis and also glow discharge optical conditions, cast-iron wear out particles transfer to the
emission spectrometer analysis. Thermograph analysis outer layer of the composite material is observed, and
of the cast iron disc showed that the temperature rise in adhesive transfer of metals (bronze, brass, or copper)
the braking cycles is high enough to induce thermal from the composite to the friction surface takes place
destruction of the composite components and diffusion (Fig. 2). If the friction temperature is exceeds 400 ‘C
of those elements to the outer layer of the metal partner. on the surface, diffusion transfer of the elements from

Fig. 2. Example of adhesive covering of cast iron by metallic (Cu alloy) filler compound of friction composite. Scanning microscope LEO 435 Vpi.
(a) BSE and (b) SE.
Table 1
Hydrogen concentration increase in steel (St3 polish type) after friction with composite

Experiment type Total hydrogen concentration increase (cm-’ HJlOO g Fe)

Experiments [5] 9.5-14.5

Authors’ paper experiment after 225 cycles of brake from initial temperature:
200 ‘C 0.95
300 c I .I-42

“Depth, 0.15 pm

IP j

LCkr
o - The deformation area Co - The mean concentration of hydrogen
r - The distance of maximum strams Ckr - The critical concetration of hydrogen
H - The hydrogen

Fig. 4. Mechanism of hydrogen fracture in disc brake.

the friction composite to the outer layer of the cast-iron
disc becomesmore intense. It is possible to identify the
elements that can enhance the destructive process, for
example hydrogen, and also the elements that increase
the outer-layer wear resistance, for example Cr. N, Ni,
etc. Almost without exception, in such conditions, there
is a release of hydrogen in the friction zone. There
hydrogen sourcesare as follows: organic components of
composite, metal (hydrogen with production process)
and environment (humidity, water). As a result of
thermal and mechanical destruction, catalytic and elec-
trochemical decomposition reactions and also physico-
chemical activation of the outer layer of the friction
zone, there is a friction-induced hydrogen releasein two
forms: molecular hydrogen (HZ), and ion hydrogen
( H ’ ) [4]. Molecular hydrogen in complex physicochemi-
cal friction-induced processes disintegrates to atomic
and ionic statesand is absorbed by the friction-activated
surface. Surface-absorbed hydrogen, by means of the
hydrogen concentration gradient, thermal gradient and
stressand strain gradient of the outer layer, is localized
in this zone. Hydrogen dissolved in the metal during its
manufacture also diffuses to the outer layer. The outer-
layer hydrogen accumulates in the form of mobile
atomic hydrogen, or is trapped on structure defects
(vacancy, dislocations, grain boundary, porosity)
(Fig. 3). The atomic hydrogen-induced destructive pro-
cessin cyclic loading of the outer layer (such as in the
friction zone of brakes) is based on hydrogen migration
to the nucleation zone and crack propagation region.
Three axial tension stressespresent on the front part of
the cracking achieve maximum values at the distance Y
(in the order of several micrometres) from the front
[ 1,2]. Hydrogen migrates to the micro plastic strain
zones. After the hydrogen concentration at the front of
the cracking exceeds its critical value, intense cracking
propagation takes place (Fig. 4). The role of hydrogen
can be described as a local weakening of atomic bonds
(at the front of the cracking) [ 1,8]. Moreover, it should
be pointed out that hydrogen, forming a solid solution
with metal. increasesthe outer-layer strain values, facili-
tating its decohesion during the friction process. The
mean hydrogen concentration in the outer layer of the
cast-iron disc after friction with the composite, including
hydrogen diffusion inhibitors, is shown in Table 1, and
examples of the results obtained by the GDOES method
are shown in Fig. 5. The differences in the increase in
hydrogen concentration between data from the literature
36 L. Starc:ewski. J. Smmniak / Sut@e and Coatings Technology 100-101 (1998) 33-37

250

0 50 100 150 200

lime, sek

The topography of friction surface ( disc bake )

3500 F

3000
1 .I
2500 I/f+++“”
1
,& 2000
u)
1500

1000

500

n
100
time. sek rorm I a,ysun series z. I ayor HOLuVll
(b)

Fig. 5. Results of analysis of surface layer of cast-iron brake disc after Fig. 6. Exemplary result of analysis surface layer and topography of
friction using Glow Optical Discharge Emmision Spectrometry cast iron after friction (explored using CODES).
method.

Table 2
Composite and cast-iron composition before and after friction

Elements At.% Before friction After friction

Composite Cast iron Composite Cast iron

C 63.90 4.51 63.49 14.17

0 20.18 21.17 12.96
Si 3.38 1.94 3.72 3.89
Cr 0.86 0.20 0.65 1.20
cu 1.96 <O.l I.61 I.31
Zn 1.30 <O.l 0.80 0.93
Fe 4.06 91.20 6.96 62.6

and data from our experiment are probably caused by 4. Conclusions

differences in the measurement method and the temper-
ature and duration of the friction process. The mean Polymer composite and metal friction result in the
change in the chemical composition of the composite migration of certain elements from the composite to the
cast-iron friction process is shown in Table 2. An exam- outer layer of the metal. High temperature and con-
ple illustrating the results of measurements of the surface tinuous physicochemical activation of friction surfaces
layer of cast iron after friction and the topography is enhance the process. In particular, a large amount of
shown in Fig. 6. hydrogen transfer to the outer layer of metal is observed;
 L. Starcewski, J. Szumniak / Surfhce and Coatings Technology 100-101 (1998) 33-37 37

the main hydrogen source is thermal and mechanical References

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