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Prasad-Asthana2004 Article AluminumMetal-MatrixComposites PDF
Prasad-Asthana2004 Article AluminumMetal-MatrixComposites PDF
Aluminum alloys possess a number of mechanical and physical properties that make them attractive for automotive applica-
tions, but they exhibit extremely poor resistance to seizure and galling. Reinforcement of aluminum alloys with solid lubricants,
hard ceramic particles, short fibers and whiskers results in advanced metal–matrix composites (MMC) with precise balances of
mechanical, physical and tribological characteristics. Advanced manufacturing technologies such as squeeze infiltration of mol-
ten alloys into fiber performs can be employed to produce near net-shape components. Brake rotors, pistons, connecting rods
and integrally cast MMC engine blocks are some of the successful applications of Al MMCs in automotive industry. This paper
gives an overview of the tribological behavior of Al MMCs reinforced with hard particles, short fibers, and solid lubricants,
and the technologies for producing automotive parts from these novel materials.
KEY WORDS: aluminum composites, wear, friction, automobile engine parts, tribology
Mr. Taylor. But he could not risk exposing aluminum transfer film [1]. Friction coefficient between aluminum
to sliding contacts, precisely the same apprehension and steel couples is high, 0.5–0.6 [7]. The develop-
that Gardos had initially. So, the engine in the first ment of aluminum MMCs dispersed with solid lubri-
powered flight in aviation history ended up with gray cants is primarily directed towards overcoming the
cast iron cylinders threaded into an aluminum case principal drawbacks of aluminum as a tribological
with a water jacket [3,4]. The judicious use of alumi- material.
num and gray cast iron had given an extra leverage of Rohatgi and coworkers [8–12] first introduced
150 pounds, which the Brothers used to strengthen the graphite as a solid lubricant in aluminum matrices by
wings and frame. The saga of aluminum engine blocks casting routes, involving mixing the molten alloy with
with cast iron liners in mass produced automobiles has graphite particles to make a uniform suspension and
continued to this day. followed by casting. The problem of graphite rejection
by liquid aluminum is always faced here, caused by
density differences (Al: 2.7 g/cc, graphite: 2.3 g/cc)
2.1. The legacy of the vega engine and poor wettability between the two. These problems
have been overcome to a large extent at the labora-
In the late 1960s General Motors came up with a
tory scale by the use of metal coatings (e.g., Ni and
revolutionary concept (by automotive standards) and
Cu) on the particle of graphite, and by the addition of
introduced die-cast aluminum cylinder blocks without
reactive elements (e.g., Mg and Ti) to the melt [see
cast iron cylinder liners in their Vega engines [5]. The
Ref. 13 for a summary]. This work was subsequently
cylinder blocks, which were cast from a hyper eutectic
extended to other solid lubricant dispersions but
Al–Si alloy (16–18% Si and 4–5% Cu), were acid
Al–Graphite by far has the most potential for com-
etched to remove aluminum from the surface, leaving
mercial applications.
primary and eutectic silicon standing proud of the
There have been a number of publications in the lit-
matrix. Further, the piston skirt was plated with iron
erature on the sliding wear and friction of Al alloy–
to prevent aluminum from smearing the cylinder in
graphite composites [14–25]. Unfortunately, different
harsh driving conditions when the contact is starved of
investigators have used different experimental parame-
fluid film lubrication. From the tribology point of view,
ters for hardness and roughness of the counterface,
this was truly a novel engineering concept to exploit
sliding speed, load and the test environment, making it
the strengths of aluminum by masking its tribological
difficult to quantify the effect of graphite content. In
limitations. However, as we all know, the Vega engine
addition, comparing empirical wear data to theoretical
lasted only a few years with a disappointing service
generalizations of wear behavior is often difficult
record; its problems perhaps lie elsewhere—specifically
because of the widely different test conditions
its inability to dissipate frictional heat away as quickly
employed by different investigators to characterize the
as possible. The issue of heat dissipation has been suc-
tribological properties of composites. In spite of a lack
cessfully overcome in modern MMC engines by the
of universal testing procedure, useful generalizations
incorporation of carbon fibers [6].
concerning wear behavior of different materials,
including composites, have been applied by construct-
ing wear mechanism maps [26–31]. Wear maps serve
3. Self-lubricating Al MMCs
as predictive tools to draw meaningful conclusions rel-
It is well recognized that when a soft metal like alu- ative to wear behavior under different test conditions.
minum slides on hard steel without any external fluid Specifically, some of the variations between different
or solid lubrication, the former is expected to flow and studies can be overcome by utilizing normalized test
adhere to the latter, creating an interface of low shear parameters such as non-dimensional wear rate, load,
strength. The transfer of aluminum on steel ball during and sliding velocity. Prasad and Rohatgi [17] have
a typical ball-on-disk friction test (figure 1) supports introduced normalized wear rate (i.e., composite to the
this hypothesis [1]. Transfer of aluminum will continue base matrix alloy) to analyze the data from different
with sliding, and wear debris may form as a result of studies. Figure 2 is a compilation of the normalized
ploughing of the soft aluminum surface by the asperi- wear data on Al alloy–graphite composite showing the
ties of the hard steel, or flaking off of patches from the reduction in wear volume due to graphite particle dis-
persion. Compared with wear data, studies on friction
behavior of Al–graphite composites are less numerous.
Al alloy–graphite composites typically exhibit much
lower friction coefficient compared with that of the
matrix alloy (figure 3). The coefficient of friction
decreases considerably, up to about 3% by weight of
Figure 1. Smearing of Al on the steel ball during a ball-on-disk fric- graphite, and thereafter remains constant at about 0.2
tion and wear test. (a) SEM image, and (b) Al X-ray map (·200). (0.5 on a normalized scale). Although there is a
S.V. Prasad, R. Asthana/Tribology of aluminum composites 447
1.2
Al-Si-graphite, ref. [14]
Normalized Coefficient of Friction
0.2
0
0 5 10 15 20 25
Volume Fraction Graphite, %
12
10
Pressure, MPa
6
LM 6 (modified)
4 LM 6 (heat treated)
LM 6-3% graphite
LM 6-3% Gr. (modified)
2
LM 6-3% Gr. (heattreated)
LM 6(as cast)
0
0 1 2 3 4 5
Velocity, m/s
14
12
10
Pressure, MPa
6 LM 30-graphite
LM 30-graphite (heat treated)
LM 13
4
LM 13 (heat treated)
LM 13-graphite
2
LM 13-graphite (heat treated)
LM 30
0
0 1 2 3 4 5
Velocity, m/s
Figure 4. The pressure–velocity plots for seizure of Al–graphite composites [15,16] (alloy composition: LM6: Al–10Si–0.2Cu–0.5Fe–0.2Mn;
LM13: Al–11Si–1Cu–1Mg–1.5Ni–0.8Fe; LM30: Al–17Si–4.5Cu–0.5Mg–0.1Ni–0.3Fe.
reported to have self-lubricating behavior with friction Al–Si alloy–graphite composites sliding against steel
coefficients ranging from 0.05 to 0.10 [7]. counterfaces [16,17].
(a) 1. 2
Al-4.5Cu-1.5Mg-SiC, cast, ref. [49]
Al-4.5Cu-1.5Mg-SiC, heat tr., ref. [49]
1 Al-Mg-Alumina, ref. [17]
0. 6
0. 4
0. 2
0
0 10 20 30 40
Vol. pct. reinforcement
(b) 1.2
Normalized Coefficient of Friction
0.8
0.6
Al-4.5Cu-1.5Mg-SiC (cast), ref. [49]
Al-4.5Cu-1.5Mg-SiC (heat tr.),ref. [49]
0.4
Al-SiC, ref. [64]
Al-B4C, ref. [64]
0.2 Al-TiB2, ref. [64]
Al-TiC, ref. [64]
Al-1.5Mg-SiC, ref. [35]
0
0 5 10 15 20 25 30 35
Vol. pct. reinforcement
Figure 5. (a) Normalized abrasive wear rate, and (b) normalized coefficient of friction of some Al composites reinforced with hard particles.
cles or short fiber reinforcements. Beyond a certain crit- composites permit lighter engine and structural compo-
ical volume fraction of the second phase—specifically nents with improved properties and performance to be
the interparticle spacing in relation to the size of the designed and used in automobiles. Whereas the discon-
abrasive particles—the hard-phase protrusions will tinuously-reinforced MMCs as a new material class has
completely protect the matrix from further abrasion, as been in development for over four decades, the enabling
shown schematically in figure 6. The hard phase is typi- technologies for their widespread implementation in the
cally brittle, and will be abraded by progressive events automotive components gained ascendancy only in the
until the softer aluminum matrix is exposed to the last decade. This is because strategies to design, pro-
matrix. The role of the aluminum matrix must not be duce, fabricate, finish and recycle the components made
underestimated. It provides support to the hard phase out of the new material usually require modification
reinforcements and imparts ductility to the MMC. If it and adjustment in the time-honored strategies that have
provides insufficient support, the unsupported hard evolved for conventional materials. Over the last dec-
phase edges become susceptible to fragmentation or ade, the enabling technologies to produce components
pull-out of the surface. from Al-based MMC materials have matured to a level
where commercialization of products made from the
new material has become feasible [64–77]. The auto
5. Applications industry has successfully applied Al-based particulate
composites, chiefly SiC/Al and Al/Al2O3, in pistons,
In addition to suitable friction and wear characteris- engine blocks, disc rotor brakes, drums, calipers, con-
tics, a material for a tribocomponent (whether a bear- necting rods, drive shafts, snow tire studs and other
ing or a brake lining) must possess a precise balance
of physical and mechanical properties: thermal expan-
sion, damping capacity, conformability, strength, stiff- Table 2.
ness and fatigue life. Incorporation of particles with Physical and mechanical properties of Al composites [Duralcan].
aspect ratios (length to diameter ratio) of near unity in
Composite Y.S., UTS, % Modulus,
aluminum alloy matrices typically results in a decrease MPa MPa Elongation GPa
in many of these properties, and this can be offset by a
judicious use of short ceramic fibers or whiskers with 6061/Al2O3/10p (T6) 296 338 7.5 81
aspect ratios over 200. Similarly, one could achieve the 6061/Al2O3/15p (T6) 317 359 5.4 87
6061/Al2O3/20p (T6) 359 379 2.1 98
desired coefficient of thermal expansion by reinforcing 6061/SiC/15p (T6) 342 364 3.2 91
with carbon or other fibers. Tables 1 and 2 summarize 6061/SiC/20p (T4) 405 460 7.0 98
some physical and mechanical properties of common 6061/SiC/25p (T4) 430 515 4.0 115
reinforcement materials and cast Al MMCs. Typical 2014/Al2O3/10p (T6) 483 517 3.3 84
microstructures of the pressure cast Al MMC rein- 2014/Al2O3/15p (T6) 476 503 2.3 92
2014/Al2O3/20p (T6) 483 503 1.0 101
forced with short carbon fibers and SiC particulates 2124/SiC/25p (T4) 490 630 2–4 116
are shown in figure 7. 2124/SiC/20p (T4) 405 560 7.0 105
In the automotive industry, the major driving forces A356/SiC/10p (T61) 287 308 0.6 82
for developing and implementing new materials and A356/SiC/15p (T61) 329 336 0.3 91
manufacturing technology are fuel economy, reduced A356/SiC/20p (T61) 336 357 0.4 98
AZ91/SiC/15p 208 236 1.0 54
vehicle emissions, and increased vehicle safety at com- AZ61/SiC/20p 260 328 2.5 80
petitive cost. Light-weight materials such as Al–matrix
Table 1.
Representative properties of selected reinforcements for cast composites.
Reinforcement Density (kg.m)3) Tensile strength (MPa) Elastic modulus (GPa) CTE (10)6 K)1)
Figure 7. Microstructures of pressure-cast Al MMCs reinforced with (a) short carbon fibers (·1000), and (b) SiC particulates (·400).
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