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Tribological Behavior of TiAl Metal Matrix Composite Brake Disk with TiC
Reinforcement Under Dry Sliding Conditions

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DOI: 10.1007/s11665-017-2789-1

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Tribological Behavior of TiAl Metal
Matrix Composite Brake Disk with
TiC Reinforcement Under Dry Sliding
Conditions

Hassan Liaquat, Xiaoliang Shi, Kang

Yang, Yuchun Huang, Xiyao Liu &
Zhihai Wang

Journal of Materials Engineering and

Performance

ISSN 1059-9495
Volume 26
Number 7

J. of Materi Eng and Perform (2017)

26:3457-3464
DOI 10.1007/s11665-017-2789-1

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DOI: 10.1007/s11665-017-2789-1 1059-9495/$19.00

Tribological Behavior of TiAl Metal Matrix Composite

Brake Disk with TiC Reinforcement Under Dry Sliding
Conditions
Hassan Liaquat, Xiaoliang Shi, Kang Yang, Yuchun Huang, Xiyao Liu, and Zhihai Wang

(Submitted November 20, 2016; in revised form April 28, 2017; published online June 15, 2017)

In this investigation, the effect of TiC particulate reinforcement and sintering parameters on tribological
behavior of TiAl metal matrix composite (TMMC) has been studied and compared with commercially
conventional gray cast iron to evaluate the use of TMMC as brake disk material in an automobile. Three
sample disks of TMMC containing TiC particulate reinforcement (D1-5 wt.%, D2 and D3-10 wt.%) were
produced by the spark plasma sintering process. D3 compared with D2 was sintered at a higher temper-
ature to evaluate the effect of SPS parameters on the wear characteristics of TMMC. All experiments were
performed on pin-on-disk tribotester under a dry sliding condition with different loads (10-11.5 N) and
sliding velocities (0.2-0.9 m/s). It is found that higher content of TiC increased TMMC hardness and
density. XRD technique has been used to analyze the phase composition. Owing to the high sintering
temperature, a-2 Ti3Al phase was formed which further enhanced the matrix anti-wear capability. Scan-
ning electron microscope (SEM) was used to capture the wear track and observe wear mechanism. Energy-
dispersive spectroscopy (EDS) has been used to analyze the tribofilm and wear debris. The results showed
that the tribofilm for TMMC was mainly composed of metal oxides. Oxidation of Al and Ti due to frictional
heat provides wear-resistant protective layer. Under almost all sliding conditions, TMMC, especially disk
D3, exhibited minimum wear rate and stable friction coefficient, whereas gray cast iron exhibited lower and
unstable friction coefficient as well as higher wear rate. TMMC has shown superior tribological charac-
teristics over gray cast iron in terms of low wear rate along with stable and adequate friction coefficient
which is necessary for braking operation and life of brake disk. However, further investigation on full-scale
automobile conditions is needed for its practical application.

automobile. The efforts are being made to develop MMC

Keywords brake disk, metal matrix composite, tribo-oxidation,
wear rate
1. Introduction
With the advancement in engineering application, the
automobile industry is also progressing rapidly. Material with
low density, high strength to weight ratio and capability to
withstand at elevated temperature is need of an hour. TiAl alloy
composite has shown promising behavior in meeting the
requirement of advanced engineering application such as
aerospace, turbochargers, turbine blades and exhaust valves
(Ref 1, 2).
Automobile manufacturers throughout the world are making
efforts to replace conventional gray cast iron brake disk with
material more suitable for a wide range of working conditions
and with enhanced properties. Conventional gray cast iron
brake disk suffers mainly from high wear rate, corrosion and
distortion due to heat during high load braking operation.
Figure 1 shows the schematic of brake disk assembly of an
Hassan Liaquat and Kang Yang have contributed equally to this work.
Hassan Liaquat, Xiaoliang Shi, Kang Yang, Yuchun Huang, Xiyao
Liu, and Zhihai Wang, School of Mechanical and Electronic
Engineering, Wuhan University of Technology, 122 Luoshi Road,
Wuhan, 430070, China. Contact e-mail: sxl071932@126.com.
(metal matrix composite) brake disk due to the superior
mechanical properties and lightweight in order to reduce the
weight of the braking system and enhance the wear life of its
components. In an investigation carried by Cueva et al. (Ref 3),
it was found that conventional gray cast iron disk exhibited
highest wear rate under different applied loads, whereas Ti-
alloyed disk exhibited the minimum wear rate under almost all
the applied load conditions. Berns (Ref 4) conducted a detailed
study on the comparison of wear characteristics between MMC
and gray cast iron, and he concluded that MMC has better
wear-resistant ability than gray cast iron for wear applications.
It was also reported by Daoud et al. (Ref 5) that the wear rate of
composite brake disk decreases with the increase in sliding
speed. Many types of research have been done in a similar
direction, while aiming different aspects to adopt MMC as an
alternative to conventional gray cast iron disk such as:
development of aluminum brake pads (Ref 6) and comparative
studies of MMC with conventional gray cast iron components
(Ref 7, 8). However, most of the efforts are found to be focused
on Al MMC. It is meaningful to evaluate the possibility of TiAl
MMC to be utilized as alternative brake disk material. TiAl
MMC has a high strength to weight ratio and low density than
gray cast iron. Moreover, it has already been applied in
automobile exhaust system due to the ability to withstand high
temperatures. The investigation carried by Budinski (Ref 9)
found that the wear rate of TiAl alloy was approximately 15
times faster than D2 tool steel. Dong et al. (Ref 10) reported a
high wear rate for Ti alloy against alumina. Poor tribological

Journal of Materials Engineering and Performance Volume 26(7) July 2017—3457

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properties of TiAl alloys were also reported by Liu et al. (Ref
11) and Sun et al. (Ref 12). This can be enhanced by
strengthening the composite matrix using particulate reinforce-
ment. Canakci et al. (Ref 13) stated that the mechanical
properties of composites can be enhanced using nanoreinforc-
ing particles. Besides wear resistance, particulate reinforced
matrix provides resistance against erosion and oxidation.
Superior mechanical properties of (TiC) particles such as
high hardness, fracture toughness and good strength to weight
ratio make it appropriate reinforcement material for wear-
resistant composites. Due to the high hardness of TiC (Vickers
hardness 19.6-31.4 GPa), the resultant composite structure
possesses a combination of high hardness, resistance to wear
and abrasion properties from carbide and enhanced toughness
from the metallic phase (Ref 14). The investigation of
Fallahdoost et al. (Ref 15) has observed that the addition of
TiC reinforcement in Al-graphite matrix increased matrix
hardness and wear resistance. Due to the hard reinforcing
capability of TiC, less wear debris is formed during frictional
contact of the matrix. The wear-resistant advantage of TiC has
also been reported by other researchers (Ref 16-18).
Sintering parameters have an effect on the compaction and
homogeneity of the alloy. Couret et al. (Ref 19) suggested that
in less than 30 min, TiAl alloy of high compaction and
homogeneous microstructure can be obtained through (SPS).
High sintering temperature gives rise to the multiphase TiAl
alloy. Matrix with a lamellar microstructure consisting of TiAl
(c-phase) and a small fraction of Ti3Al (a2-phase) exhibits high
strength, better creep resistance, fracture toughness and offers
resistance to crack propagation (Ref 20, 21). Teber et al. (Ref
22) investigated the effect of SPS parameters on mechanical
properties of material. It was revealed that mechanical prop-
erties of nanocrystalline TiC increased with the increase in
sintering temperature and time.
To the best of our knowledge, the author did not find any
literature addressing the tribological behavior of TiAl MMC as
alternative brake disk material in comparison with conventional
gray cast iron. In the present investigation, tribological
properties of TiAl MMC as brake disk have been studied and
compared with commercially conventional gray cast iron disk.
Effect of particulate reinforcement and sintering parameters on
Fig. 1 Schematic view of a disk brake system of an automobile
3458—Volume 26(7) July 2017
the wear characteristics under varying load and sliding velocity
has been investigated. Three samples (D1, D2 and D3) of TiAl
metal matrix composite (TMMC) were produced by powder
metallurgy (P/M) method using SPS technique containing 5 and
10 wt.% of TiC as a particulate reinforcement. Commercially
available gray cast iron sample was used for comparison.
2. Experimental Procedure
2.1 Composite Processing
TMMC samples were produced by (SPS). Uniaxial pressure
and high intensity of current pulses are applied simultaneously
to the powder, which helps in obtaining maximum densification
in less time than conventional P/M technique.
Raw materials of TMMC are mainly composed of commer-
cially available Ti (30-40 lm in average size, 99.9% in purity),
Al (20 lm in average size, 99.9% in purity) with TiC (2-5 lm
average size) as particulate reinforcement. Initially, powders
were mixed using vibration milling with a frequency of 45 Hz
in Teflon vials, and following this, SPS process was performed
in Ar-protected environment using cylindrical graphite mold
[20 mm inner diameter] for 5 min. SPS parameters adopted for
TMMC samples are mentioned in Table 1. The surfaces of as-
prepared samples were ground and polished mechanically using
emery paper down to 1200 grits. Commercially available gray
cast iron with a hardness of 83 HV and density of 7.5 g/cm3 is
used for comparison.
Microhardness of as-prepared samples was measured using
HVS-1000 Vickers hardness tester according to ASTM stan-
dard E92-82. The test was conducted using 1-kg load for a
dwell time of 8 s; eight successive readings were taken to avoid
any tampering owing to indenter resting on possible hard
reinforcement particle. Average of all readings was taken as the
final microhardness of the sample. Density was measured using
the Archimedes method as per ASTM standard B962-08.
The product phase was characterized by XRD Cu ka
radiation at 30 KV and 40 mA with a scanning speed of
0.01 s 1. Scanning electron microscopy (SEM) and energy-
dispersive spectroscopy (EDS) were used to examine the worn
surface and wear debris.
2.2 Counterpart
In recent times, automobiles mostly consist of a ceramic
material brake pad against the gray cast iron disk due to low
noise, smaller dust particles, stable performance and offer
longer disk life, so the counterpart used in this investigation for
TiAl MMC is tungsten carbide (WC) ball of 4 mm diameter
owing to its high hardness and resistance to severe temperature
and abrasion.
2.3 Wear Testing
This investigation does not include a full-scale model of
brake disk assembly; rather, the wear tests were performed on
HT-1000 pin-on-disk tribotester (made in China Ke Kai Hua
Journal of Materials Engineering and Performance
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Table 1 Experimental condition adopted during SPS and corresponding physical properties (T sintering temperature, P
pressure, t holding time, q density, H hardness)
Sample Composition T, °C
D1 TiAl + 5 wt.% TiC 900
D2 TiAl + 10 wt.% TiC 900
D3 TiAl + 10 wt.% TiC 1200
Fig. 2 Wear rate comparison of TMMC and gray cast iron samples
at different applied loads
Corporation, China). The samples and the disk were cleaned
with acetone and dried before the wear test. Commercially
available 4-mm carbide (WC) ball [Vickers hardness 13.8 GPa]
was used as a counterpart. The tests were performed under
different load conditions of 10, 10.5, 11 and 11.5 N and sliding
velocities of 0.2, 0.4, 0.6, 0.8 and 0.9 m/s to study the
tribological behaviors under different conditions. Samples were
tested for a time period of 20 min. Wear losses were measured
by calculating the weight loss of the disk after each test. All
tests were performed in ambient air temperature of 25-30 C.
3. Results and Discussion
3.1 Effect of Load on Wear Rate and Friction Coefficient
Figure 2 represents the wear rate of TiAl MMC and gray
cast iron disks under different applied loads after 20-min test. It
is observed that the wear rate of all samples initially increased
with the increase in load. It could be that the counterpart has to
overcome the roughness of the disk surface which was
produced during grinding of the disk. Soon after it was
decreased at a load of 11 N. Among the 3 TMMC samples, disk
D1 with lower reinforcement content suffered greater wear rate,
whereas disks D2 and D3 with 10 wt.% of TiC reinforcement
showed less wear rate at all applied loads. At higher loads of 11
and 11.5 N, sample (D3) TiAl + 10 TiC exhibited minimum
wear rate. Wear rates of gray cast iron at all loads were higher
than TMMC samples.
Journal of Materials Engineering and Performance
P, MPa t, min q, g/cm23 H, GPa
40 5 3.13 310
40 5 3.14 359
15 5 3.98 390
Fig. 3 Friction coefficient comparison of TMMC and gray cast iron
samples at different applied loads
Greater wear rate under higher applied load of sample D1
can be attributed to inadequate hard reinforcement particle,
whereas in disk D2, loose TiC particle detached from the
matrix-initiated third-body abrasion, resulting in plowing of the
matrix material.
Figure 3 and Table 2 show the effect of different applied
loads on the friction coefficient. It is visible from the graph that
all the TMMC samples showed decreasing trend with the
increase in load. This may be due to the fact that hard
reinforcing particle detached during sliding friction, initiating
rolling friction. Disk with higher reinforcement showed slightly
higher friction coefficient due to resistance by hard reinforce-
ment particles. However, gray cast iron exhibited lower friction
coefficient, which may be due to the presence of graphite flakes
in the formation of a carbon film on the surface, thus producing
lubrication effect. Moreover, friction coefficient for gray cast
iron is increased with the increase in applied load, which might
result in non-uniform frictional effect for the drivers. For
TMMC, despite the decrease in friction coefficient, it can be
seen that the applied load does not have a remarkable effect on
friction coefficient, and the disk showed sustained friction
coefficient necessary for braking operation as the driver expects
the same frictional effect under different braking conditions.
3.2 Effect of Sliding Velocity on Wear Rate and Friction
Coefficient
Figure 4 shows the wear rate comparison of TMMC and
gray cast iron at different sliding velocities. All TMMC
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Table 2 Friction coefficients and standard deviation for TMMC and gray cast iron sample at different applied loads
D1 D2 D3 Gray cast iron

Applied load Mean COF SD Mean COF SD Mean COF SD Mean COF SD

10 0.42 ±0.021 0.41 ±0.02 0.405 ±0.021 0.28 ±0.02

10.5 0.405 ±0.026 0.39 ±0.013 0.397 ±0.026 0.29 ±0.03
11 0.38 ±0.002 0.375 ±0.011 0.39 ±0.028 0.33 ±0.025
11.5 0.363 ±0.012 0.37 ±0.03 0.38 ±0.019 0.32 ±0.023

samples exhibited less wear rate than the gray cast iron. Sample
D3 exhibited minimum wear rate, and its wear rate was quite
stable with the changing sliding velocity. Moreover, the wear
rate of gray cast iron increased drastically with the increase in
sliding velocity.
Figure 5 and Table 3 show the friction coefficient compar-
ison of gray cast iron and TMMC samples at different sliding
velocities. All the TMMC displayed almost stable friction
coefficient. Sample D3 exhibited highest friction coefficient,
which could be caused by higher reinforcement content.
However, gray cast iron displayed low friction coefficient.
The study of Natarajan et al. (Ref 23) showed that wear rate of
MMC is lower than gray cast iron, whereas it has higher and
stable friction coefficient. Similar conclusions were drawn by
Gultekin et al. (Ref 24) and Djafri et al. (Ref 25) that MMC
shows stable friction coefficient and low wear rate.

Fig. 4 Wear rate comparison of TMMC and gray cast iron samples
at changing sliding velocity
Fig. 5 Friction coefficient comparison of TMMC and gray cast iron
samples at changing sliding velocity
3.3 Effect of SPS Parameters on Matrix Behavior
It has been observed that TiAl + 10 wt.% TiC (D3) prepared
at higher temperature showed better wear characteristics than
the others. As shown in Table 1, Vickers hardness and density
of the sample increased with increase in wt.% of TiC and
sintering temperature. Cheng et al. (Ref 26) investigated the
effect of SPS parameters on densification and mechanical
properties of TiC. It was found that Vickers hardness and
relative density increased with an increase in the sintering
temperature, whereas an increase in pressure mainly influenced
the grain growth which might result in the decrease in matrix
hardness.
At higher sintering temperature, reorientation of TiC
particles occurs so as to fill the pores of the matrix, resulting
in higher density and hardness. Meanwhile, grain growth of
TiC can be limited below the temperature of 1650 C (Ref 27).
Owing to the higher sintering temperature, pressure was kept
low in order to avoid liquid aluminum to squeeze out of the
mold. Figure 6 shows the XRD pattern of TiAl without TiC
reinforcement. Figure 7 shows the XRD patterns of samples D2
and D3. Obvious differences between TiAl and TMMC were
the intensities of peaks of TiC. Sample D2 mainly consists of c-

Table 3 Friction coefficients and standard deviation for TMMC and gray cast iron sample at different sliding velocities
D1 D2 D3 Gray cast iron

Sliding velocity Mean COF SD Mean COF SD Mean COF SD Mean COF SD

0.2 0.28 ±0.023 0.3 ±0.028 0.4 ±0.028 0.21 ±0.03

0.4 0.31 ±0.032 0.32 ±0.028 0.38 ±0.023 0.26 ±0.03
0.6 0.308 ±0.033 0.33 ±0.024 0.375 ±0.029 0.28 ±0.02
0.8 0.3 ±0.03 0.326 ±0.02 0.37 ±0.014 0.33 ±0.017
0.9 0.33 ±0.027 0.35 ±0.021 0.39 ±0.017 0.33 ±0.02

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3.4 Worn Surface Characterization
In order to study the wear mechanism and worn surface
morphology of TMMC samples and gray cast iron, their worn
surfaces obtained after tests at an applied load of 11.5 N and
0.9 m/s sliding velocity have been analyzed using the electron-
probe microanalyzer. Worn surfaces of samples D1, D2 and D3
are shown in Fig. 8.
As shown in Fig. 8, it can be observed that, among all
TMMC samples, abrasion is the main wear mechanism. In
Fig. 8(a), (b), it can be seen that TiAl + 5% wt.% TiC (D1)
suffered from severe abrasion due to inadequate reinforce-
ment. Detached TiC particles are also visible, resulting in
plowing of matrix material and larger wear debris. Fig-
ure 8(c), (d) shows the wear track of sample D2
(TiAl + 10 wt.% TiC). It can be observed that the increase
in reinforcement enhances the anti-wear capability of the
matrix; shallow abrasive grooves are visible. Small and short-
length surface cracks are visible. It shows the resistance to the
crack propagation. Moreover, small and scattered wear debris
Fig. 6 XRD pattern of TiAl is seen on the worn surface. It can reduce brake dust during
braking operation, thus less sticking on the pad surface. The
detached TiC particles still exist on the surface and result in
peeling off the material. However, as shown in Fig. 8(e), (f),
sample D3 has a smoother surface with negligible abrasion,
which is in agreement with the observation made by Uyyuru
et al. (Ref 28). Possible reason for excellent resistance of D3
to wear despite an equal amount of reinforcement as sample
D2 is the formation of a2-Ti3Al phase due to the higher
sintering temperature, which acts as a hard phase. Surface
fracture is also visible in Fig. 8(e); a possible reason is that
the presence of a2-Ti3Al reduced ductility of the disk D3
which lead to the surface fracture instead of plastic deforma-
tion. More consolidated structure resulted in negligible
detached TiC particle. Worn surface of gray cast iron is
shown in Fig. 9. It can be seen that gray cast iron suffered
from severe delamination. As shown in Fig. 9, rich carbon
areas that also act as lubrication can be seen, resulting in
reduced and unstable friction coefficient with the increase in
load and speed.
Table 4 represents the EDS analysis results for the area (A)
and (B) on the wear track of gray cast iron shown in Fig 10.
Fig. 7 XRD patterns of TMMC samples No transfer of material is observed. The presence of rich
carbon areas has been observed, and smooth surface at area B
has the presence of rich oxygen content, which might have
TiAl phase with the slight presence of a-TiAl alloy. It is visible acted as protection against wear and resulted in the formation
from XRD that sample D3 consists of multiple phases of TiAl. of ferric oxide.
The presence of a2-Ti3Al improved the hardness and density of EDS analysis results for the area (A) on the wear track of
the sample. sample D3 shown in Fig 11 are shown in Table 4. Due to the

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Fig. 8 SEM images for TMMC samples at sliding velocity of 0.9 m/s and 11.5-N load: (a, b) D1, (c, d) D2, (E, F) D3
frictional heat and tribo-oxidation, oxides of Al and Ti were
formed on the worn surface. Rapid increase in temperature at
the real contact area results in oxidation. When the thickness of
the oxide layers reaches the critical limit, the oxide film will
break to form wear debris (Ref 29). Abundant TiO2 and Al2O3
presented on the worn surface could act as the wear-resistant
particles to contribute to reducing the wear rate and also sustain
the friction coefficient for sample D3.
TiAl alloy matrix composite can be a promising material for
MMC brake disk owing to stable frictional behavior and low
3462—Volume 26(7) July 2017
wear rate. Moreover, the casting of gray iron has adverse
environmental effects, ranging from the emission of toxic
gasses to the water pollution (Ref 30), it also suffers from high
wear rate in the particular application of brake disk which leads
to the higher brake dust, and on the contrary, metal matrix
composite is comparatively environment-friendly (Ref 31) and
offers resistance to the wear. However, a detailed study is
needed to analyze the behavior of TiAl alloy matrix composite
brake disk under real working conditions for automotive brake
disk.
Journal of Materials Engineering and Performance
 Author's personal copy

Fig. 9 SEM images of gray cast iron sample at sliding velocity of 0.9 m/s and 11.5-N load: (a), (b), (c), (d)

Table 4 EDS analysis results (wt.%) of the areas marked with letters on the worn surface of cast iron and TMMC as
shown in Fig. 10 and 11
Area C O Si Ti Mn Fe Al

Element content (wt.%) in Fig. 10

A 1.86 … 2.96 0.37 0.65 94.16 …
B … 1.32 3.30 1.26 0.69 93.43 …
Element content (wt.%) in Fig. 11
A … 43.18 … 33.26 … … 23.56

Fig. 10 SEM image of area (b) for the EDS analysis for the worn Fig. 11 SEM image of area (a) for the EDS analysis for the worn
surface of gray cast iron surface of sample D3

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4. Conclusion
In the current investigation, the tribological behavior of TiAl
alloy brake disk with TiC reinforcement has been studied and
compared with conventional gray cast iron brake disk material.
• Compared to the gray cast iron, TMMC exhibited better
wear resistance. Wear resistance increased with the in-
crease in TiC reinforcement.
• All the TMMC samples exhibited stable friction coefficient,
which is necessary for disk brake of an automobile,
whereas gray cast iron has shown lower and unstable fric-
tion coefficient with the change in applied load and speed.
• Smaller and scattered wear debris was observed with the
increase in TiC reinforcement in TiAl MMC disk.
Acknowledgments
This work was supported by the National Natural Science
Foundation of China (51275370); Self-determined and Innovative
Research Funds of WUT (135204008); the Fundamental Research
Funds for the Central Universities (2016-YB-017 and 2016-zy-
014). Authors were grateful to Y.M. Li, X.L. Nie, M.J. Yang, S.L.
Zhao and W.T. Zhu in Material Research and Test Center of WUT
for their kind help with EPMA and FESEM.
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