Tribology International 101 (2016) 324–330

Contents lists available at ScienceDirect

Tribology International
journal homepage: www.elsevier.com/locate/triboint

Mechanistic studies on degradation in sliding wear behavior of IN718

and Hastelloy X superalloys at 500 °C
K.G. Thirugnanasambantham a,b, S. Natarajan c,d,n
a
Department of Metallurgical and Materials Engineering, National Institute of Technology, Tiruchirapalli, Tamilnadu, India
b
Madanapalle Institute of Technology & Science, Madanapalle, Chittoor District, Andhra Pradesh, India
c
Department of Metallurgical and Materials Engineering, National Institute of Technology, Tiruchirapalli, Tamilnadu, India
d
Centre of Excellence in Corrosion and Surface Engineering (CECASE), National Institute of Technology, Tiruchirapalli, Tamilnadu, India

art ic l e i nf o a b s t r a c t

Article history: This technical paper deals with high temperature dry sliding wear behavior and its mechanism of Inconel
Received 22 January 2016 718 and Hastelloy X alloys. The sliding wear behavior of the Inconel 718 alloy and Hastelloy X was
Received in revised form investigated using a pin on disc equipment at 500 °C with varying normal load. Hastelloy X has shown
10 April 2016
the higher coefficient of friction in comparision to IN718. SEM features of worn samples reveal that
Accepted 14 April 2016
Available online 22 April 2016
delamination, ploughing and deep grooving are the dominant wear mechanisms for IN718, while for
Hastelloy X, it is shear band, cleavage formation, debris generation.
Keywords: & 2016 Elsevier Ltd. All rights reserved.
Superalloys
IN718
Hastelloy X
High temperature sliding wear mechanism
SEM

1. Introduction the performance and lifetime of mechanical components and

Wear is a removal of material from the operating surfaces
under the mechanical action of the two surfaces rubbing together
[1]. Relative motion between machine components almost inevi-
tably leads to changes in the surface of engineering components
which degrades the performance and lifetime of mechanical
components and results in economic loss [2]. Wear may occur in a
number of modes, that includes abrasion, adhesion and erosion
encompassing the field of tribology [3].
In particular, wear at 400–500 °C is a serious problem in a large
number of industrial applications such as power generation, high
temperature bearings, valve and valve seats in internal combustion
engines, moving assemblies for hypersonic aircraft and missiles
[4–7].
Wear at elevated temperatures brings further complications in
engineering materials, due to loss of mechanical strength of
materials and alterations in the surface conditions leading to
changes in adhesion between the surfaces caused by the joint
action of temperature and tribological parameters [8]. It degrades
n
Corresponding author at: Department of Metallurgical and Materials
Engineering, National Institute of Technology, Tiruchirapalli, Tamilnadu, India.
E-mail addresses: universalthiru@rediffmail.com
(K.G. Thirugnanasambantham), sn@nitt.edu,
drs_natarajan@yahoo.com (S. Natarajan).
results in catastrophic failures in many cases.
A typical example is relevant to the aerospace industry, where a
variety of degradation problems exist in aircraft engines as a result
of metal to metal wear and fretting. Thus mechanical components
operating in aerospace often require strength to withstand the
synergetic attack combining wear and high temperature [9]. Nickel
based superalloys provide solutions to systems which are sub-
jected to stress at high temperatures for prolonged periods. In
recent times, gas turbine technology for power generation and for
aeroengine applications places an increasing demand on the use of
Ni based superalloys [10,11].
IN718 and Hastelloy X alloys are used in a wide range of
applications including power generation equipment, aircraft
engines, space shuttle main engine, land-based and marine tur-
bines [12,13].
The crucial characteristics of Nickel base superalloys include
superior tribological properties, excellent mechanical strength,
outstanding resistance to loading under static, fatigue, and creep
conditions; good surface stability, good oxidation and corrosion
resistance, and good phase stability at high temperatures[14–16].
Friction and wear characteristics of various superalloys have
been investigated by various researchers [17–21]. However, there
is only little tribological data available in the literature about
friction and sliding wear behavior of IN718 and Hastelloy X alloys.
Regarding mechanisms with which sliding wear phenomenon
happens, virtually no report is available in literature on IN718 and

http://dx.doi.org/10.1016/j.triboint.2016.04.016
0301-679X/& 2016 Elsevier Ltd. All rights reserved.
 K.G. Thirugnanasambantham, S. Natarajan / Tribology International 101 (2016) 324–330 325

Hastelloy superalloy. Thus main objective of this work is to study Table 2

the friction behavior and sliding wear mechanisms of IN718 and Sliding test parameters.
Hastelloy X alloys using a pin on disc universal tribometer at
Specimen size (Cylindrical) mm 8
8
500 °C, by varying the normal load. Further it is well known that Pin material IN718 and Hastelloy X
mechanism only always determines the wear rate and vice versa is Disc material EN 31
not true. Hence this paper lays more emphasis on mechanistic Sliding velocity (m/s) 2
Normal load (N) 10, 20, 30
aspects only.
Temperature 500 °C

2. Materials and methodology

In the present study, Inconel 718 and Hastelloy X are chosen as

the substrates and their nominal chemical compositions (in wt%)
are summarized in Table 1. Hardness of Inconel 718 and Hastelloy
X are 40 HRC and 31 HRC respectively. Samples with dimension of
8
8 mm sliced mm sliced using wire electrical discharge
machining (wire–cut) were employed for the dry sliding wear
ο
tests. Dry Sliding wear tests were carried out at 500 C as per ASTM
G76 standard on specimens using pin on disc tribometer, to
simulate sliding friction and wear behavior of IN718 and Hastelloy
X alloys. The temperature was elevated by setting the furnace
temperature in the tribometer and it was measured by attaching
the temperature sensor to the specimen holder. The testing con- Fig. 1. Variation of coefficient of friction of IN718 with distance at 2 m/s.
ditions is summarized in Table 2. Scanning electronic microscope
(Hitachi, S-2000H) was used to observe the surface morphology of
the worn samples to investigate the mechanisms of degradation.

3. Results and discussion

Figs. 1 and 2 illustrate the variations of the coefficient of friction

of the IN718 and Hastelloy X samples with increasing distance at
normal loads of 10, 20 and 30 N. The coefficient of friction (COF)
was recorded throughout each pin-on-disk test by utilizing the
tangential and normal load sensors of the tribometer. When two
contacting surfaces slide against each other, a frictional force is
generated opposite to the direction of sliding. During sliding, the
friction force is considered to be exerted in a direction perpendi-
cular to the normal load. The ratio of these forces is equal to the
coefficient of friction. The variation of coefficient of friction with
sliding distance provides the basic data for understanding the
friction behavior of a material.
Figs. 1 and 2 shows that the friction coefficient of the IN718 and
Hastelloy X specimens under dry sliding condition, increases with
increasing normal load. As the applied load increases, the number
of asperities interactions between the rubbing surfaces increases,
resulting in increased friction coefficient. The gradual increase of
the friction coefficient can be associated to the real contact area
between the rubbing surfaces.
Fig. 1 illustrates that the friction coefficient of the IN718 spe-
cimens for all different loads that initially increased with
increasing sliding distance until a peak value was reached, and
then it gradually approached steady state. This is the so-called
running-in stage. The initial running- in corresponds to the con-
tact of the asperities between the rubbing surfaces. At the begin-
ning of sliding the asperities of the surface limit the sliding speed.
Meanwhile the friction leads to removal of some of the asperities
during running-in stage.
Fig. 2. Variation of coefficient of friction of Hastelloy X with distance at 2 m/s.
The effect of wear debris retained within the interface can play
an important role in the wear mechanism and its coefficient of
friction [22–24]. The effect of 'third bodies' on coefficient of fric-
tion is complex phenomena and it may give rise to a higher or
lower coefficient of friction. This was attributed to the type of
motion of wear particles trapped within the wearing interface
[25]. The wear particles may skid over each other, act as rollers or
become interlocked and undergo fracture. Based on type of motion
of wear particles at sliding interface, the applied stress on the
worn surface, would change the friction coefficients involved in
the wear process.
Fig. 1 shows the oscillations in the friction coefficient behavior
of the IN718 specimens, this should be attributed to the entrap-
ment of wear particles at the interface. Some wear particles may
undergo rolling between the surfaces, which lower the friction
coefficient. Some wear particles may act as an abrasive, giving rise
to an abrasive-type mechanism which is generally considered to
increase the coefficients of friction. This was attributed to the

Table 1
Materials chosen and their nominal chemical compositions (in wt%).

Material Ni Fe Cr Mo Co Mn W C Si S Cu Al Ti Cb þTa

Hastealloy X 49.4 18.4 20.9 8.7 0.8 0.6 0.3 0.06 0.2 – – – – –
Inconel 718 52.5 18.5 19 3.05 – 0.8 – 0.04 0.18 0.008 0.15 0.5 0.9 5.03
326 K.G. Thirugnanasambantham, S. Natarajan / Tribology International 101 (2016) 324–330
ploughing action of the particles [26]. This appeared due to the
lack of adhesion of the debris to the worn surface resulting in
ploughing effects on IN718 specimens.
Fig. 2 shows the fluctuations in the friction coefficient behavior
of the Hastelloy X specimens. The strong adhesion develops
between rolling particles, then rolling will become restricted.
These particles will require a greater force to move, which
increases the friction coefficient.
At 10 N, 20 N, 30 N, friction coefficient curve of the Hastelloy X
showed a noticeable change in the slope after about 650 m (Fig. 2)
of sliding distance, which could indicate the sudden changes in the
tangential (or friction) force resulting in the friction coefficients
fluctuations in a wavy form.
The friction coefficient of Hastelloy X was higher than the
friction coefficient of IN718 at all loads, shown in Figs. 1 and 2
respectively. There remains the question of why the coefficient of
friction is higher on the Hastelloy X than IN718. It has been sug-
gested that increases in friction may be more closely related to
increases in deformation and adhesion [27,28]. The level of
adhesion is determined by the material’s ability to deform. Thus
Friction coefficient of the IN718 and hastelloy X alloys are asso-
ciated with their strength properties.
At elevated temperatures Hastelloy X exhibit less yield strength
while comparing to IN718 [4]. The yield strength is a major con-
sideration in the sliding wear of metals.
The softening of the alloys at elevated temperatures, resulting
in loss of their yield strength at the contact surfaces [29]. If
Hertzian contact stress exceeds the shear strength of the sliding
material, then yielding will occur, resulting in plastic deformation
related wear. This indicated increased deformation caused by the
reduction in strength of the materials. The deformation improves
the junction growth at asperity contacts in friction and the real
area of contact. The synergic effect of deformation and adhesion
increases the friction coefficient of Hastelloy X favouring the
severe wear damage to the surface.
The friction coefficient of the Hastelloy X is unstable and varies
continuously due to stick slip motion. Rectangle on the graphs
indicate where “seizure” occurs in terms of friction thresholds. At
30 N, there is a sharp rise initially to around 0.9 which would
imply severe seizure. The friction then fluctuates severely and
reaches as high as 1.6.
IN718 exhibit good yield srength at elevated temperatures.
These material properties suppress the junction growth at asperity
contacts in friction and the real area of contact. Hence the friction
coefficient of IN718 is less than Hastelloy X as shown in Figs. 1 and
Shallow ploughing
Fig. 3. SEM images showing sequence of sliding damage of IN718 surface at 10 N, 2 m/s. (a) Ploughing. (b) Groove formation along with plate like debris.
2. It is well known that the lowest coefficient of friction results in
higher wear resistance by minimizing plastic deformation.
Investigating the wear mechanisms is more important than the
knowledge of actual wear rates from the design point of view [30].
Generally normal load plays a predominant role in determining
the sliding wear mechanisms [31].
3.1. Wear mechanisms of IN718
3.1.1. Wear mechanisms of IN718 at 10 N
SEM (Fig. 3a and b), reveal the sequence of sliding wear
mechanisms of IN718 surface at 10 N and 2 m/s. When two sliding
surfaces come into contact, normal and tangential forces are
transmitted through contacting asperities. Fig. 3a reveals that due
to high yield strength, IN718 surface exhibit much less plastic
deformation when subjected to tractional forces which create a
pure shear stress state at the sliding interface. Due to tangential
shearing action of asperities causes local pressure between con-
tacting asperities, as a result Hertzian contact stresses arise at the
interface of contacting asperities, resulting in ploughing.
These ploughing marks normally start with the score lines,
parallel to the sliding direction and later on these lines capitalize
to form shallow ploughing as shown in Fig. 3a. The role of
ploughing mechanism, is to reduce the energy of sliding asperity
during the sliding action, therefore, much less energy is available
for initiating and propagating the cracks.
Further repeated sliding action of asperities on ploughed sur-
face, result in the formation of grooves along with plate like debris
built upon wear track surface of the samples. These are shown in
Fig. 3b. The presence of grooves in the wear track parallel to the
sliding direction, indicate signs of abrasive wear.
3.1.2. Wear mechanisms of IN718 at 30 N
At higher loads, the wear mechanism of IN718 was character-
ized by two typical mechanisms: delamination and abrasion. SEM
(Fig. 4), reveal the sequence of sliding wear mechanisms of IN718
surface at 30 N and 2 m/s.
When two contacting surfaces slide against each other, friction
is introduced to the system. During simple sliding, the friction
force, or traction force is considered to be exerted in a direction
perpendicular to the applied load and parallel to the direction of
sliding. As the applied load increases, the number of asperity
contacts between the rubbing surfaces increases, resulting in
higher friction. At higher normal loads, Hertzian stress increases
due to higher friction coefficient on interface. Once these stresses
exceed a certain critical level, the apparent area of contact
Formation
of grooves
Plate like
debris
 K.G. Thirugnanasambantham, S. Natarajan / Tribology International 101 (2016) 324–330
Delaminated sheets
Deformed
thin
flat sheets
Entrapment of hard particles
in wear track
Fig. 4. SEM images showing sequence of sliding damage of IN718 surface at 30 N, 2 m/s. (a) Delaminated sheets (b) Delaminated layer broken into smaller harder particles.
(c) Entrapment of wear particles. (d) Deep grooving.
becomes equal to the real area of contact and significant frictional
heating ensues, resulting in local loss of yield strength of sliding
material. As friction increases, the location of the maximum shear
stress moves closer to the subsurface. According to the Von Mises
Yield Criterion [32], if Hertzian contact stress exceeds the shear
strength of the sliding material, then yielding will occur resulting
in plastic deformation related wear.
Owing to the high normal load and shear force, the IN718
surface layers are deformed and compressed, resulting in the
formation of thin plate-like sheets (Fig. 4a). As time progresses,
strain accumulation will increase in the deformed flattened layers.
The deformed layer sheets have load carrying capacity and reduces
the contact pressure. Thus plastic shear strain decreases with
increasing depth, i.e energy transfer occurs through deformation,
which reduces the stress for further strain accumulation. Hence
additional energy is required to detach the flattened layers from
the surface, as corroborated by previous researchers [33].
Plastic-shear deformation accumulates in the surface layers
with the continuous sliding action of asperities in the wear process
until the resulting strain at the sub-layer reaches the failure limit
of the surface material. The location of the maximum shear stress,
where the failure most likely takes place, is much nearer to the
subsurface in the case where both normal and tangential loads are
applied.
Thus tangential forces introduce the shear stresses that tend to
cause plastic deformation and void nucleation. The hydrostatic
stresses developed delay void coalescence and ductile fracture.
Hydrostatic compressive stress should improve the ductility by
retarding the voids that tend to nucleate and propagate under the
327
Delaminated
layer
Delaminated layer broken
into smaller harder particles
Deep groove
Damaged wear track
influence of plastic strain gradients. On the other hand, at a larger
depth, the plastic strain is small, so the driving force for nucleation
is negligible. Thus, the competition between the hydrostatic stress
and large plastic strain would determine a damage gradient with a
maximum at a certain distance below the worn surface [34].
Once strain accumulation reaches a critical level, cracks are
nucleated just below the surface, and cracks tend to propagate
parallel to the surface at a depth and reaches the surface of the
samples, and finally fracture occurs in the contact surface and the
material is removed in the form of delaminated debris (Fig. 4a)
from the surface of sliding contacts. Similar observations have
been made by earlier investigators [34,35].
The accumulated deformation at the sub-layer is a critical fac-
tor for material removal from the IN718 surface. Thus mode of
wear was found to be delamination. The wear of IN718 surface
during the initial run-in period was probably caused by a dela-
mination type mechanism. After delamination, the next sub layer
becomes as a new sliding surface. This process is continued,
resulting in subsurface delamination. Attributing to the insuffi-
cient load carrying capacity due to continuous action sliding
cycles, the delaminated layer is broken into small hard particles
(Fig. 4b) and remain in the contact zone between pin and disc and
promote wear damage in the IN718 surface.
Wear debris produced in the wear of metals and alloys can be
characterized as one of either two types [36]. These are (1) passive
debris which is removed from the wear interface as soon as it is
formed and (2) active debris which after its formation participates
further in the wear processes.
328 K.G. Thirugnanasambantham, S. Natarajan / Tribology International 101 (2016) 324–330
In most theories of wear, the debris produced is assumed to be
removed from the area of contact as soon as it has been formed.
However, many studies [37–39] show that wear particles retained
within the wearing interface can play an important role in the
wear mechanism and its coefficient of friction. The generation of
wear debris, which is retained within the wearing interface, can be
seen as part of the running-in process of wear.
The effect of 'third bodies’ on coefficient of friction is complex
phenomena and it may give rise to a higher or lower coefficient of
friction. This was attributed to the type of motion of wear particles
trapped within the wearing interface. The wear particles may skid
over each other, act as rollers or become interlocked and undergo
fracture. Based on type of motion of wear particles at sliding
interface, the applied stress on the worn surface, would change the
mechanisms involved in the wear process. Jiang et al. [40] pro-
posed a number of possible mechanisms for the movement of
wear debris. Here the wear particles may skid over each other, act
as rollers or become interlocked and undergo fracture.
The entrapment of hard particles in wear track (Fig. 4c), leads to
an increase of the applied stress on the worn surface and induced
the dynamics of the contacting bodies, which could change the
mechanism from two-body to three-body abrasion involved in the
wear process, resulting in oscillations in the friction coefficients.
(Fig. 1) Wear particles which are significantly harder than the
wearing materials, may act as an abrasive, giving rise to an
abrasive-type mechanism.
Hence the entrapment of hard particles in the wear track,
causes high abrasion stress during sliding, eventually resulting in
Shear band
Fig. 5. SEM image of worn surface of Hastelloy X at 10 N and V ¼2 m/s.
Formation of high density shear band
Fig. 6. SEM image of worn surface of Hastelloy X at 30 N and V ¼ 2 m/s.
the formation of deep grooves (Fig. 4d) in the wear track parallel
to the sliding direction.
3.2. Wear mechanisms of Hastelloy X
At both 10 N and 30 N, mode of wear was found to be shear
bands in Hastelloy X surface.
The density of shear band are significantly larger at 30 N (Fig. 6)
than 10 N (Fig. 5). This is mainly due to the strong shearing action
accompanied with severe plastic deformation on the target sur-
face, during sliding.
When two contacting surfaces slide against each other, a fric-
tional force or traction force is generated opposite to the direction
of sliding. As the applied load increases, the number of asperity
contacts between the rubbing surfaces increases, resulting in
higher friction. During sliding, traction force influence the local
increase in surface temperature of Hastelloy X. This generation of
frictional heat at the sliding interface can significantly reduce the
yield strength of the Hastelloy X. The traction force is directly
transferred to the alloy surface as shear stresses, which states that
the shear stress and normal load are proportional.
At higher normal loads, tractional stress increases due to higher
friction coefficient on interface. According to the Von Mises Yield
Criterion, if tractional shear stresses exceeds the shear strength of
the sliding material, then yielding will occur resulting in plastic
deformation. Under the applied normal force, deformed layer at
the surface subjected to tangential shears (i.e strong shearing is
accompanied with severe plastic deformation ) during sliding,
results in localized distortion of the material and leading to for-
mation of shear bands in the direction of sliding friction, as cor-
roborated by previous researchers [41].
Multiple shear deformation bands are observed on the wear
track, as shown in Fig. 7, which illustrates that a concentration of
Formation of multiple shear bands
Fig. 7. SEM images showing multiple shear bands on Hastelloy X surface at 30 N,
2 m/s.
stoppage of the shear band propagation
Fig. 8. SEM image of worn surface of Hastelloy X at 10 N and V ¼ 2 m/s.
 K.G. Thirugnanasambantham, S. Natarajan / Tribology International 101 (2016) 324–330
Formation of cleavages in shear bands
Entrapment of hard particles
Delaminated debri
Fig. 9. SEM images showing sequence of sliding damage of Hastelloy X surface at 30 N. (a) Formation of cleavages in shear band and (b) severe damage in shear band.
large shear strain develops in a surface during sliding friction, as a
result the plastic flows occurs in the form of highly localized shear
deformation bands. Shear bands simply reflect the high sensitivity
of localized flow towards stress. Shear localization means that
almost all deformation is localized into bands in the material and
that the surrounding material is more or less undeformed, at least
compared to the amount of deformation in the shear band, shown
in Fig. 7.
SEM (Figs. 5–7), reveal that shear band propagates in the
direction of maximum shearing stress. The presence of surface
shear bands which had just been formed indicates that the criti-
cally resolved shear stress is a maximum at the surface, as corro-
borated by previous researchers [42,43]. This contradicts many
wear theories which consider that the stress is maximum at below
the surface. Such predictions are based on Hertzian contact theory.
Nature of shear bands are dynamically unstable, leading to
intermittency and serrated flow. This phenomenon occurs due to
stress variations during deformation of asperities. The change in
the stress system was reflected in the change in texture on Has-
telloy X surface through shear-band initiation, propagation and
arrest.
During sliding, the material undergoes an element of strain, the
stress is raised by the strain hardening and lowered by the asso-
ciated rise in temperature. In other words this means that as the
material is deformed it gets stronger due to work hardening but
weaker due to the temperature rise associated with the work
done. If locally the temperature effect is stronger than the work
hardening effect, the materials ability to form lengthy shear band
rapidly. If the strain rate hardening effect is stronger than the
thermal-softening effects, then material can no longer be
deformed in this way [44,45]. The shear banding tendency
increases with increasing difference in flow stress and hardening
behavior of the two phases.
During sliding, stoppage of the shear band propagation takes
place when the stress drops below a certain value, shown in Fig. 8.
If the applied stress is not high enough to maintain plastic defor-
mation, then subsequent rise of stress is necessary to reinitiation
of shear band propagation. Thus shear localization and banding is
a stress driven process. This process causes instability in plastic
flow in a band, which undergoes stick-slip motion. Hence stick-slip
motion of plastic flow is determined by the character of stress
distribution on the contact surface under the normal force. The
stick-slip mechanism of shear-band operation with stress drops
corresponding to stages of rapid shear-band propagation followed
by shear-band arrest.
Due to continuous action sliding cycles, strain accumulation
will increase in the shear band. The accumulated shear strain in
329
Severe damage in shear
band
the shear band is a critical factor for material removal. Once strain
accumulation reaches a critical level, the work-hardened layer is
no longer able to sustain further deformation, i.e. shear bands is
not sufficient to accommodate the further applied strain rate. At
this stage shear band begin to break down as delaminated debris,
shown in Fig. 9, as corroborated by previous researcher [46]. The
broken hard debris are entrapped in cleavages of shear bands
(Fig. 9a) and promote wear damage in the Hastelloy X surface. The
entrapment of hard particles in crater (Fig. 9a), would change the
applied stress on the worn surface, resulting in sudden changes in
the tangential (or friction) force which eventually causes the
friction coefficients to oscillate in a wavy form (Fig. 2).
Presence of debris remaining in the cleavages of shear bands,
leads to an increase of the applied stress on the worn surface,
causes severe wear damage (Fig. 9b) in Hastelloy X surface. Thus
acceleration of cleavages in shear band, lead to catastrophic failure
under combined action of normal and tensile loading [47].
4. Conclusion
Wear mechanisms of the superalloys are greatly influenced by
the normal load.
 At 10 N, mechanism of sliding wear of IN718 occurs through
shallow ploughing and plate like debris, while at the 30 N,
material removal occurs through delaminated sheets and deep
grooving.
 At 10 N, mechanism of sliding wear of Hastelloy X occurs
through shear band formation, while at the 30 N, material
removal occurs through shear band, cleavage formation, debris
generation.
 IN718 exhibit good yield srength and toughness at elevated
temperatures while comparing to Hastelloy X. These material
properties suppress the junction growth at asperity contacts in
friction and the real area of contact. Hence the friction coeffi-
cient of IN718 is less than Hastelloy X. The lowest coefficient of
friction results in better wear resistance by minimizing plastic
deformation.
References
[1] Sarkar AD. Wear of metals. New York: Pergamon Press; 1976. p. 24–41.
[2] Eyre TS. Friction and wear control in industry. Met Mater 1991;7:143–8.
[3] Hutchings IM. Tribology. London: Publication by Arnold; 1992.
330 K.G. Thirugnanasambantham, S. Natarajan / Tribology International 101 (2016) 324–330
[4] Thirugnanasambantham KG, Natarajan S. Degradation mechanism for high
temperature erosion in surface modified IN718 superalloy. Surf Eng
2015;31:24–8.
[5] Hamed A, Tabakoff W. Erosion and deposition in turbomachinery. J Prop
Power 2006;22(2):350–60.
[6] Wood PD, Datta PK, BurnellGray JS, Wood N. Investigation into the high
temperature wear properties of alloys contacting against different counter-
faces. Mater Sci Forum 1997;251–254:467–74.
[7] Amateau MF, Glaeser WA. Survey of materials for high-temperature bearings
and sliding applications. Wear 1964;7:385–418.
[8] Inman IA, Datta S, Du HL, BurnellGray JS, Pierzgalski S, Luo Q. Studies of high
temperature sliding wear of metallic dissimilar interfaces. Tribo Int
2005;38:812–23.
[9] Inman I, Rose S, Datta P. Development of a simple temperature versus sliding
speed wear map for the sliding wear behaviour of dissimilar metallic inter-
faces. Wear 2006;260:919–32.
[10] Gurrappa I, Yashwanth IVS, Gogia AK. The behavior of superalloys in marine
gas turbine engine conditions. J Surf Eng Mater Adv Technol 2011;1:144–9.
[11] Adam Khan M, Sundarrajan S, Natarajan S. Influence of plasma coatings on
Inconel 617 for gas turbine applications. Surf Eng 2014;30:656–61.
[12] Abotula Sandeep, Shukla Arun, Chona Ravi. Dynamic constitutive behavior of
Hastelloy X under thermo-mechanical loads. J Mater Sci 2011;46(14):4971–9.
[13] Jewett PR, Halchak JA. The use of alloy 718 in the space shuttle main engine.
In: Proceedings of international symposium on the metallurgy and applica-
tions of superalloys 718, 625 and various derivatives, minerals, metals and
materials society, Pittsburgh, PA; 1991. p. 749–60.
[14] Thakur A, Gangopadhyay S. State-of-the-art in surface integrity in machining
of nickel- based super alloys. Int J Mach Tools Manuf 2016;100:25–54.
[15] Ustinovshikov Y. Formation of microstructures responsible for remarkable
properties of the Ni- and Co-based superalloys. Acta Mater 2016;111(1):66–74.
[16] Thakur A, Mohanty A, Gangopadhyay S. Maity K.P. tool wear and chip char-
acteristics during dry turning of Inconel 825 procedia. Mater Sci 2014;5:2169–
77.
[17] Korashy Ahmed, Attia Helmi, Thomson Vince, Oskooei Saeid. Characterization
of fretting wear of cobalt-based superalloys at high temperature for aero-
engine combustor components. Wear 2015;330–331:327–37.
[18] Zhen Jinming, Li Fei, Zhu Shengyu, Ma Jiqiang, Qiao Zhuhui, Liu Weimin, et al.
Friction and wear behavior of nickel-alloy-based high temperature self-
lubricating composites against Si3N4 and Inconel 718. Tribo. Int 2014;75:1–9.
[19] Fleury RMN, Paynter RJH, Nowell D. The influence of contacting Ni-based
single – crystal superalloys on fretting fatigue of Ni-based polycrystalline
superalloys at high temperature. Tribo Int 2014;76:63–72.
[20] Palavar Osman, Ozyurek Dursun, Kalyon Ali. Artificial neural network pre-
diction of aging effects on the wear behavior of IN706 superalloy. Mater Des
2015;82(5):164–72.
[21] Houghton A, Lewis R, Olofsson U, Sundh J. Characterising and reducing seizure
wear of inconel and incoloy superalloys in a sliding contact. Wear 2011;271(9–
10):1671–80.
[22] Rice SL, Moslehy FA, Zhang J. The role of wear particles in modifying coeffi-
cients of friction. Wear particles: from the cradle to the grave. In: Dowson D,
editors. Proceedings of the 18th Leeds–Lyon symposium on tribology, Lyon,
France: Elsevier; 3–6 September, 1991. p. 463–7.
[23] Jiang J, Stott FH, Stack MM. The role of tribo particles in dry sliding wear. Tribo
Int 1998;31:245–56.
[24] Hawthorne HM. On the role of interfacial debris morphology in a conforming
contact tribosystem. In: Proceedings of the international conference on wear
of materials, Orlando: ASME; 1991. p. 277–88.
[25] Play D. Mutual overlap coefficient and wear debris motion in dry oscillating
friction and wear tests. Trans ASLM 1985;28(4):527–35.
[26] Suh NP, Sin HC. The genesis of friction. Wear 1981;69:91–114.
[27] Panagopoulos CN, Giannakopoulos KI, Saltas V. Wear behavior of nickel
superalloy, CMSX-186. Mater Lett 2003;57:4611–6.
[28] Bhansali KJ. Adhesive wear of nickel-and cobalt-base alloys. Wear
1980;60:95–110.
[29] Blau PJ. Elevated-temperature tribology of metallic materials. Tribol Int
2010;43:1203–8.
[30] Eyre TS. The mechanisms of wear. Tribol Int 2010;11:91–6.
[31] Jiang J, Stott FH, Stack MM. A generic model for dry sliding wear of metals at
elevated temperatures. Wear 2004;256:973–85.
[32] Johnson KL. Contact mechanics. Cambridge University Press; 1985.
[33] Heilman P, Rigney DA. An energy-based model of friction and its application
to coated systems. Wear 1981;72:195–217.
[34] Le Roy G, Embury ID, Edward G, Ashby MF. A model of ductile fracture based
on the nucleation and growth of voids. Acta Metall 1981;29:1509–22.
[35] Suh NP. An overview of the delamination theory of wear. Wear 1977:1–16.
[36] Blau PJ. Mechanisms for transitional friction and wear behaviour of sliding
metals. Wear 1981;72:55–66.
[37] Iwabuchi A, Kubosawa H, Hori K. The dependence of the transition from
severe to mild wear on load and surface roughness when the oxide particles
are supplied before sliding. Wear 1990;139:319–33.
[38] Play D. Mutual overlap coefficient and wear debris motion in dry oscillating
friction and wear tests. Trans ASLE 1985;28:527–35.
[39] Ludema KC. Third bodies in wear models. Wear particles: from the cradle to
the grave. In: Dowson D, editors. In: Proceedings of the 18th Leeds–Lyon
symposium on tribology, Lyon, France: Elsevier; 1991. p. 155–60.
[40] Jiang J, Stott FH, Stack MM. Some frictional features associated with the sliding
wear of the nickel-base alloy N80A at temperatures to 2500C. Wear
1994;176:185–94.
[41] Tarasov SY, Kolubaev AV. Generation of shear bands in subsurface layers of
metals in sliding. Phys Solid State 2008;50(5):844–7.
[42] Dautzenb J, Zaat JH. Quantitative-determination of deformation by sliding.
Wear 1973;23(1):9–19.
[43] Dautzenb J, Zaat JH. Model of strain distribution by sliding. Wear
1973;26:105–19.
[44] Wright TW, Batra RC. The initiation and growth of adiabatic shear bands. Int J
Plast 1985:205–12.
[45] Komanduri R, Schroeder TA. On shear instability in maching a nickel–iron base
superalloy. J Engg Ind 1986;108:93–100.
[46] Wright TW, Walter JW. On stress collapse in adiabatic shear bands. J Mech
Phys Solids 1987;35:701–20.
[47] Recht RF. Catastrophic thermo plastic shear. Trans ASME J Appl Mech
1964;31:189–93.