Properties of aluminium-ceramic composite with glassy carbon as solid lubricant designed for automotive applications

The paper presents some basic information on manufacturing, structure and selected properties of a new hybrid composite with an aluminium alloy matrix elaborated for automotive applications. A porous oxide ceramics constitute the reinforcing phase of the composite and glassy carbon plays the role of a solid lubricant. The properties of a composite, which contains exclusively a ceramic reinforcing phase and a hybrid composite with porous ceramics and glassy carbon, have been compared. The composite with glassy carbon, obtained by the application of new method, features uniform carbon distribution upon ceramics walls which significantly influences its tribological properties. The friction in air coefficient of a hybrid composite sliding against grey cast iron is 0.12, whereas in the case of a composite containing exclusively ceramics sliding against cast iron it amounts to 0.3

Wpływ warunków eksploatacji na właściwości tribologiczne układów hamulcowych z tarczami kompozytowymi

This paper presents the results of studies on the influence of automotive vehicle parking time on levels of the friction coefficient and wear that influence the braking efficiency of brake systems with composite discs. Discs have been produced of hypereutectic aluminium-silicon alloy (AlSi18NiMgCu) in which the Si precipitates are a reinforcing phase. On the basis of the parking time of a vehicle for a repair, the minimal (τ = 0 h) and maximal (τ = 240 h) time for an exposition on atmospheric factors has been determined, Velocities, unit pressures of brake pad on the disc rotor, and the braking distance are the equivalent of a braking distance of an vehicle with mass of 1300kg running through an built-up area with a velocity of 30 or 50 kmh. On the basis of experiment’s results, it has been stated that a car parking time of 48h causes an oxidising of the matrix, which results in a friction coefficient decrease up to 0.18 on the sliding distance of 600–700 m, As a result of the wear of the oxide layer, the friction coefficient acquired a value (>0.3) after about 600–700 m friction distance, which equals 600 rotations of the wheel. A longer parking time (240 h) causes a considerably lower decrease in friction forces, because the oxide layer will be sealed.W pracy przedstawiono wyniki badań wpływu czasu postoju pojazdu samochodowego na wartość współczynnika tarcia i zużycia decydujących o skuteczności hamowania układów hamulcowych z kompozytowymi tarczami. Tarcze wykonano z nadeutektycznego stopu aluminium z krzemem (AlSi18NiMgCu), w którym wydzielenia Si stanowią fazę umacniającą. Na podstawie badań czasu postoju pojazdów w oczekiwaniu na naprawę w warsztacie określono minimalny (0 h) i maksymalny (240 h) czas ekspozycji na działanie czynników atmosferycznych. Prędkości, naciski klocka na tarczę i droga tarcia odpowiadają hamowaniu samochodu osobowego o masie do 1300 kg poruszającego się w obszarze zabudowanym z maksymalną prędkością 30 lub 50 km/h. Na podstawie wyników badań stwierdzono, że postój samochodu przez 48 h powoduje utlenianie osnowy, co skutkuje spadkiem współczynnika tarcia do 0,18 na drodze tarcia do 600 m. W wyniku zużywania powstałej warstewki tlenku współczynnik tarcia osiąga wymaganą wartość (>0,3) po około 600–700 m drogi tarcia, co odpowiada ponad 600 obrotom koła. Dłuższy postój (240 h) powoduje znacznie mniejszy spadek sił hamowania, ponieważ warstwa tlenku glinu uszczelnia się

Materiał kompozytowy z osnową z żeliwa przeznaczony na układy hamulcowe środków transportu

The paper presents the basics of manufacturing and the tribological properties of the developed cast iron-ceramic composite designed for brake discs or drums. The matrix of the composite consists of GJL-150 grey cast iron used for the production of brake discs. The reinforcing phase is a SiC foam with an activated surface. The use of ceramic foam simplifies the production process because it does not require expensive mixing of the matrix and the reinforcing phase to ensure the homogeneity of the composite. An addition of 10% SiC (λSiC= 100–350 Wm-1K-1) improves the thermal conductivity of cast iron (λCI = 50–60 Wm-1K-1). The presence of foam elements homogenously distributed throughout the whole matrix volume reduces the wear of both the composite and the counter-sample. The results of comparative studies of contacts between the cast iron and the composite brake disc showed almost a threefold lower wear of the pad and disc and about a 10°C lower temperature in the pad near the friction zone under the pressure of 1 MPa and at a sliding velocity of 0.5 m/s. The significantly lower wear of the friction elements of the brake system will contribute to a reduction in environmental pollution by wear debris, which is required by European Union directives.W artykule opisano podstawy wytwarzania i właściwości tribologiczne opracowanego kompozytu żeliwno-ceramicznego przeznaczonego na tarcze lub bębny hamulcowe. Osnowę kompozytu stanowi stosowane do wytwarzania tarcz hamulcowych żeliwo szare GJL-150, a umocnieniem jest pianka z SiC z aktywowaną powierzchnią. Użycie pianki ceramicznej upraszcza proces wytwarzania, ponieważ nie wymaga kosztownego mieszania osnowy i fazy zbrojącej dla zapewnienia homogeniczności kompozytu. Dodanie 10% pianki SiC (λSiC= 100–350 Wm-1K-1) poprawia przewodność cieplną żeliwa (λCI = 50–60 Wm-1K-1). Obecność równomiernie rozłożonych w całej objętości osnowy elementów pianki zmniejsza zużycie zarówno kompozytu, jak i współpracującego z nim materiału ciernego. Wyniki badań porównawczych skojarzeń z tarczą żeliwną i kompozytową wykazały mniejsze prawie trzykrotnie zużycie klocka i tarczy oraz niższą o 10°C temperaturę w klocku w pobliżu strefy tarcia przy nacisku 1 MPa i prędkości 0,5 m/s. Znacząco zmniejszone zużycie elementów ciernych układu hamulcowego przyczyni się do zmniejszenia zapylenia środowiska produktami zużycia, co jest wymagane w dyrektywach Unii Europejskiej

Effect of Carbon Fillers on the Wear Resistance of PA6 Thermoplastic Composites

In this study, the influence of different carbon fillers on the tribological and manufacturing properties of the thermoplastic polyamide PA6 is presented. The following materials were used as carbon additives: glassy carbon (GC), carbon obtained from the pyrolysis of polymer wastes (BC), and graphene oxide (GO). Fillers were introduced into the PA6 matrix by mechanical stirring in alcohol to settle carbon particles onto the granule surface. Samples were made by injection molding from the produced granules. The microstructure, hardness, and melt flow index (MFI) of the prepared materials were determined. Also, the degree of crystallinity of the samples was examined by Differential Scanning Calorimetry (DSC) and X-ray Diffraction (XRD). The melting point (Tm) was examined using DSC, the results from which allowed the correct heat treatment of PA6 to increase the crystallinity of the obtained material to be selected. The dry sliding tribological behavior of the composites was evaluated via pin-on-block tests against cast iron counterparts. The tests were performed at room temperature, with a sliding speed 0.1 m/s, a sliding distance of 250 m, and a normal force of 40 N. The obtained results revealed that the introduction of GO into the PA6 matrix provides favorable wear behavior, such as the formation of debris that acts as rollers that give a decrease in wear and a lower coefficient of friction. The coefficient of friction in samples with graphene oxide was nearly two times lower than with other samples. However, the ease of manufacture of this material was drastically reduced compared to GC or BC fillers. Microstructural investigations of wear tracks revealed poor adhesion between the polymer matrix and micrograins of carbon fillers (GC and BC), and therefore their influence on tribological properties was less compared to graphene oxide

Wpływ węgla szklistego i jego postaci na właściwości tribologiczne kompozytów z osnową aluminiową

Carbon with an amorphous structure was used as a component to modify the tribological properties of engineering plastics. Its construction allows the formation of carbon-based wear products during friction, adhesively bonded to the surface of cooperating machine parts, acting as a solid lubricant. The work compares the tribological properties of two groups of composites with an aluminium alloy matrix in which glassy carbon appeared in the form of particles and an open cell foam fulfilling the role of strengthening the matrix. The use of spatial structures of reinforcement provides, in comparison with the strengthening of particles, homogeneity of carbon distribution in the entire volume of the composite. The tests carried out on a pin-disc tester showed that the use of spatial carbon structures in the composite ensures a greater coefficient of friction stability than when reinforcing with particles, and the coefficient of friction with a small proportion of carbon foams (about 1 wt%) is comparable with the coefficient of friction in the contact with composites containing 5-10% carbon particles in granular form.Węgiel o strukturze amorficznej został wykorzystywany, jako komponent do modyfikacji właściwości tribologicznych tworzyw konstrukcyjnych. Jego budowa pozwala na tworzenie się w trakcie tarcia węglowych produktów zużycia, połączonych adhezyjnie z powierzchnią współpracujących części maszyn, pełniących funkcję smaru stałego. W pracy porównano właściwości tribologiczne dwóch grup kompozytów z osnową ze stopu aluminium, w których węgiel szklisty występował w postaci cząstek oraz piany otwartokomórkowej pełniącej rolę umocnienia osnowy. Wykorzystanie przestrzennych struktur zbrojenia zapewnia, w porównaniu z umocnieniem cząstkami, homogeniczność rozkładu węgla w całej objętości kompozytu. Przeprowadzone badania na testerze pin-disc wykazały, że wykorzystanie w kompozycie przestrzennych struktur węglowych zapewnia większą stabilność współczynnika tarcia niż przy umocnieniu cząstkami, a współczynnik tarcia przy niewielkim udziale pian węglowych (około 1% cz. wag.) jest porównywalny ze współczynnikiem tarcia w skojarzeniu z kompozytami zawierającymi 5–10% cząstek węglowych w postaci ziarnistej

Al Matrix Composites Reinforced by Ti and C Dedicated to Work at Elevated Temperature

In this paper, the applicability of aluminium matrix composites to high-temperature working conditions (not exceeding the Al melting point) was evaluated. The behaviour of Al-Ti-C composites at elevated temperatures was described based on microstructural and phase composition observations for composites heated at temperatures of 540 and 600 °C over differing time intervals from 2 to 72 h. The materials investigated were aluminium matrix composites (AMC) reinforced with a spatial carbon (C) structure covered by a titanium (Ti) layer. This layer protected the carbon surface against contact with the aluminium during processing, protection which was maintained for the material’s lifetime and ensured the required phase compositions of Al4C3 phase limitation and AlTi3 phase creation. It was also proved that heat treatment influenced not only phase compositions but also the microstructure of the material, and, as a consequence, the properties of the composite

Effect of Carbon in Fabrication Al-SiC Nanocomposites for Tribological Application

Aluminium-based hybrid composites are a new class of advanced materials with the potential of satisfying the demands in engineering applications. This paper describes the effects of carbon addition on the formation and properties of AMC with SiC nanoparticles reinforcement. The composites were produced via mechanical alloying followed by hot pressing. Three forms of carbon, graphite (GR), multiwalled carbon nanotubes (CNTs), and, for the first time, glassy carbon (GC), were used for the hybrid composites manufacturing and compared with tribological properties of Al-SiC composite without carbon addition. GC and CNTs enhanced formation of Al-SiC composite particles and resulted in a homogeneous distribution of reinforcing particles. On the other hand, GR addition altered mechanochemical alloying and did not lead to a proper distribution of nanoparticulate SiC reinforcement. Hot pressing technique led to the reaction between Al and carbon as well as SiC particles and caused the formation of Al4C3 and γ-Al2O3. The subsistence of carbon particles in the composites altered the predominant wear mechanisms since the wear reduction and the stabilization of the friction coefficient were observed. GC with simultaneous γ-Al2O3 formation in the hybrid Al-SiC(n)-C composites turned out to be the most effective additive in terms of their tribological behaviour

Magnesium Matrix Composite with Open-Celled Glassy Carbon Foam Obtained Using the Infiltration Method

In this study, we present a new composite material that was developed using the pressure infiltration method. In this composite, carbon reinforcement in the form of an open-celled rectangular foam (Cof) was applied, and pure magnesium with two commercial magnesium cast alloys (AZ31, RZ5) was used as the matrix. We examined the microstructure (LM, SEM + EDS) of composites as well as the density, porosity, hardness, compressive strength, flexural strength and tribological properties in dry conditions. It was revealed that the chemical composition of the matrix had a significant impact on the macrostructure, microstructure and properties of the composite. The matrix with rare elements (RZ5) induced poor infiltration of Cof and physicochemical degradation of the reinforcement, while pure magnesium ensured good infiltration, a stable friction coefficient and low wear. For the AZ31 alloy, the effects of infiltration were good; however, an increase in the tribological properties was not observed. Compared with the as-cast matrix materials, the presence of carbon foam in both pure Mg and AZ31 alloy induced an increase in compressive strength and stiffness as well as a decrease in flexural strength. Furthermore, SEM examination of the fractured and wear surfaces microstructure showed structural effects’ dependence on the matrix composition

Effect of Magnesium Matrix Grain Refinement Induced by Plastic Deformation in a Composite with Short Carbon Fibers

The magnesium matrix composite reinforced with 3 vol. % of short carbon fibers (Csf), fabricated, under industrial conditions, by the stir casting method, was applied to obtain composite bars by two extrusion methods: the novel method of cold severe plastic deformation with a forward-backward rotating die (KoBo) and conventional extrusion at 400 °C. The effect of Mg(α) grain refining, as well as fibers behavior and phenomenon at the fiber-matrix interface, was examined by optical microscopy, scanning electron microscopy with energy dispersive spectroscopy and scanning-transmission electron microscopy methods. The Mg(α) grain quantitative characteristics revealed a decrease of the equivalent diameter from 219 ± 76 μm (as-cast) to 24 ± 10 μm and 0.89 ± 0.35 μm (the hot-extruded and KoBo-processed, respectively). In addition, due to the KoBo application, except for the Csf orientation that was parallel to the extrusion direction, an effect of fibers fragmentation on the length of few Csf diameters was detected. No significant changes in the Csf-matrix interface (besides those between new carbon surfaces) formed by fibers fragmentation, and the matrix created by extrusion were detected. A comparison of the mechanical properties of the Mg-Csf composite showed that the KoBo method ensured a spectacular increase in strength and plasticity