Tribology International 51 (2012) 3641

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

Analysis of stir die cast AlSiC composite brake drums based

on coefcient of friction
A. Rehman a,n, S. Das b, G. Dixit a
a
Department of Mechanical Engineering, M.A.N.I.T. Bhopal, India
b
A.M.P.R.I., Bhopal, India

a r t i c l e i n f o a b s t r a c t

Article history: The work reported here is to analyze the suitability of Aluminum alloySilicon Carbide MMC (AlSiC
Received 5 July 2011 MMC) in the automobile brake drum applications in comparison with cast iron (CI) brake drum. A brake
Received in revised form drum dynamometer test rig was developed for the purpose. AlSiC MMC was reinforced with 10% and
23 October 2011
15% SiC particle by weight. The effect of heat treatment of the AlSiC MMC brake drum was also
Accepted 15 February 2012
studied. Performance was mainly evaluated on the basis of brake drum coefcient of friction (m).
Available online 2 March 2012
Scanning electron microscope was also used to study the effect of braking on the sliding surface of the
Keywords: brake drum.
Coefcient of friction & 2012 Elsevier Ltd. All rights reserved.
Metalmatrix composites (MMCs)
Brakes
Scanning electron microscope

1. Introduction A material for a tribo component must possess a precise balance

The aluminum alloy composites are made by mixing the
particulate in a molten alloy. The composites are stronger, more
rigid, harder, and more wear- and abrasion-resistant. On the
other hand, their ductility and fracture toughness are less, and
machining typically requires the use of polycrystalline diamond
cutting tools for efcient production. In general, aluminum
decreases electrical and thermal conductivity and the coefcient
of thermal expansion where as silicon carbide increases thermal
conductivity while decreasing electrical conductivity and thermal
expansivity [1].
The properties of MMC materials have been widely examined
and would appear to offer several major advantages over cast iron
like lower density, better resistance to corrosion, lower thermal
expansion, higher thermal conductivity and higher thermal diffu-
sivity [26].
When developing brakes and suitable friction partners, engi-
neers have to consider a variety of parameters like temperature at
braking interface, applied braking load, speed etc. which inuence
the friction process of the surfaces in abrasive contact [3,4]. The
important parameters to evaluate the brake drum material are
friction power, friction work, friction surface temperature, mate-
rial of the friction partners, wear, geometry of the friction
partners, environmental inuences and local mechanism [3].
n
Corresponding author. Tel.: 91 9826203022.
E-mail address: manitars@gmail.com (A. Rehman).
of physical and mechanical properties such as thermal expansion,
damping capacity, conformability, strength, stiffness and fatigue
life [2].
Signicant efforts to develop materials for brake drums are
underway, however, available literature resources are still scarce.
These efforts are spread in many directions, namely: development
of Aluminum brake components, developing different testing
apparatus, characterization of different materials, analysis of
brake system and comparative study with cast iron brake com-
ponents apart from optimization of brake material formulation
[632]. Design optimization is essential as drums constitute
major weight in brake assemblies.
2. Development of the AlSiC metal matrix composite
brake drums
In the present work the emphasis has been on developing
affordable AlSiC MMC brake drum, reinforced with SiC. Fabrication
of AlSiC MMC brake drum was done by stir die casting technique as
also been undertaken by Natarajan et al. [9]. Different MMC brake
drums casted with aluminum alloy ADC12 had 10 wt% SiC, 15 wt%
SiC and they have been referred to as ADC12-10SiC, ADC12-15SiC,
respectively. ADC12-10SiC and ADC12-15SiC were also heat treated
and were referred to as ADC12-10SiC (HT) and ADC12-15SiC (HT),
respectively. Brake drum with cast iron ring, as braking surface, was
used as baseline reference material and named as CI (Base). Brake
drum with cast iron ring is normally used in scooter applications.

0301-679X/$ - see front matter & 2012 Elsevier Ltd. All rights reserved.
doi:10.1016/j.triboint.2012.02.007
 A. Rehman et al. / Tribology International 51 (2012) 3641
2.1. Matrix alloy for composite brake drums
Aluminumsilicon alloy (ADC-12) was used as the metal
matrix alloy. ADC-12 alloy has 10.29% Si, 0.12% Mn, 0.47% Mg,
1.98% Cu, 0.75% Fe and 0.80% Ni in aluminum. AlSi alloy has high
resistance to corrosion, is easy to weld and has lower coefcient
of thermal expansion.
2.2. Size distribution of silicon carbide particles
The particles are sieved using standard sieving practice with
an aim to get particles within the size range of 4080 mm. Grading
of the particles shows that 3035% of the SiC particles are in the
range of 5055 mm sizes and 25% of the SiC particles are in the
range of 4560 mm sizes.
2.3. Microstructure of AlSiC MMC materials
Microstructure of cast aluminum silicon ADC-12 alloy and its
composites is studied in scanning electron microscopes. Fig. 1 (a) to
(c) show that the distribution of SiC particles throughout the matrix is
fairly uniform for both ADC-12 SiC composites and heat treated
ADC-12 SiC composites samples. Fig. 1(a) Shows a typical micro-
structure of ADC12 alloy which consists of aluminum dendrites and
eutectic silicon in the inter-dendritic regions and around the den-
drites some inter metallic phases were also observed. Fig. 1(b) shows
a typical scanning electron micrograph of ADC-12 SiC composite
sample which clearly depicts uniform distribution of SiC particles in
aluminum matrix. The composites were heat treated using T6 heat
treatment cycle. Fig. 1(c) shows a typical microstructure of heat
treated alloy clearly depicts the alteration of silicon morphology from
needle shape to more or less spherical in nature.
Fig. 1. Typical scanning electron micrograph. (a) ADC12 Alloy, (b) ADC12 Composite, (c) Heat Treated Composite and (d) Aluminum and SiC Interphase Particles.
37
A higher magnication micrograph Fig. 1(d) shows good
interface bonding between aluminum and SiC particles and also
depicts eutectic Silicon around the SiC particles.
2.4. AlSiC MMC preparation and brake drum casting
The composite melt was prepared by dispersing the second
phase SiC particles on to the vortex of the molten alloy. The speed
of rotation was maintained around 500 to 600 rpm. The second
phase dispersoid particles (10 wt% and 15 wt%) were heated to
1000 1C in graphite crucibles in a mufe furnace. Magnesium metal
( 1.0%wt) of the melt weight was also added to the melt during
dispersing the SiC particles to induce wettability between the SiC
particles and the melt. After the complete addition of SiC particles,
the speed of the stirrer was brought down to 200400 rpm and the
stirring continued for 35 min after which the stirrer was with-
drawn from the melt. In continuation to the above sequence and
with the mixing of SiC particles, the composite melt was poured and
solidied in the hot cast iron die, which was designed and developed
to cast the AlSiC MMC brake drums. Fig. 2 shows the photograph of
various machined MMC brake drums along with a CI brake drum.
Comparative analysis of AlSiC MMC brake drums with com-
mercially used two wheeler CI braking ring brake drum was done.
The CI brake drum was cut across to understand its constructional
details and its casting technique. Sectional view of the CI drum is
shown in Fig. 3. which clearly shows the CI braking ring.
2.5. Heat treatment of the AlSiC metal matrix composite
brake drum
The alloy and composites were heat treated in a mufe
electric furnace. Following three stages were involved during
38 A. Rehman et al. / Tribology International 51 (2012) 3641
heat treatment of the materials:
(i) Solution treatment: the alloy or composite are heated for
8 h at a temperature of 490 1C until the alloying solute
elements are completely dissolved in Al solid solution,
(ii) Quenching: the solution treated material is cooled rapidly in
the water to prevent the precipitation of the solute elements
and to obtain a super saturated solid solution and
(iii) Articial aging: hardening can be done by reheating the
quenched alloy to a temperature of 180 1C for 8 h in order to
get improved properties.
Fig. 2. Brake drums made up of different materials.
Fig. 3. Sectioned view of CI brake drum.
Fig. 4. Brake drum test rig.
3. Test rig for brake drum performance evaluation
Friction material manufacturers and researchers around the
world have explored various methods to predict the performance
of a friction material in a specic vehicle braking system [29].
Important test results of different materials for brake applications
and their analysis with their tribological behavior were reported
by Sallit et al. [5], Mosleh et al. [7], Natarajan et al. [10], Uyyuru
et al. [14], Shorowordi et al. [16], Cueva et al. [25], Daoud et al.
[26], Kennedy et al. [27] and Gomes et al. [31] using a pin on disk
machine. A sub-scale disk brake testing (SSBT) system was built
to enable instrumented tests to be performed on candidate truck
brake materials by Blau et al. [6]. A brake drum test rig was
developed to test brake drums by Natarajan et al. [9]. Fash et al.
developed a small specimen testing apparatus to characterize the
friction behavior of the braking pairs [11]. Wear processes at the
interfaces of the specic rotor-pad combinations have been
studied through the analysis of friction and the use of electron
microscopy by Howell et al. [13] on a test setup. Laden et al. [15]
tested frictional characteristics of AlSiC MMC brake disk on a
specially designed braking stand. Shaoyang et al. [17] developed
a chase machine to test and compare the performance of two
AlSiC MMC brake drums each reinforced with different SiC
particle size. In order to simulate the heating produced during
braking, an apparatus was developed to evaluate the effect of
thermal stresses with SiC reinforced AlSiC MMC brake drum by
Marco et al. [18]. Straffelini et al. used block on disk machine to
study the inuence of load and temperature on the sliding
behavior of AlSiC MMC material against friction material [20].
Comparison of Chase and inertial brake Dynamometer testing
of automotive friction materials was done by Tsang et al. [23].
Greening et al. [29] used dual dynamometer differential effec-
tiveness to predict the whole vehicle braking performance.
Kuroda et al. [30] developed a scale dynamometer testing facility
for observing rapid performance characteristic. Ramachandra Rao
et al. [32] used an inertia dynamometer with a data-logging
system. In the light of the study of test setups used by various
researchers and on the basis of their reported performance of
various materials a brake drum test rig was designed and
developed to compare the performance of brake drums casted
with different AlSiC MMC materials with that of CI brake drum.
Fig. 4 shows the test rig developed for testing brake drums of
two wheelers. All the parts of the setup are placed coaxial to each
 A. Rehman et al. / Tribology International 51 (2012) 3641
other in such a fashion that the driving element of the test rig, an
AC motor (A), is connected to a ywheel shaft (B) through an
electromagnetic clutch (C). The ywheel shaft on the other end is
overhung and is mounted with a chuck (D) to hold the brake
drum to be tested. Chuck is placed coaxial to a tailstock (E) which
is mounted so as to align the brake shoe plate (F) with the brake
drum. Brake shoe plate also holds a high precision load cell such
that it records the tangential load on the braking surface. This
tangential load is used to calculate the braking torque and
coefcient of friction of the braking surface. Speed is measured
by an electromagnetic pickup. Gravity braking mechanism (G) has
been designed to maintain a uniform braking load during all the
tests. The brake drum is driven by an electric motor which is
controlled by a variable frequency drive for speed variation. One
thermocouple was embedded in the stationary friction liner to
record the dynamic changes in liner temperature during braking.
A data acquisition card on the computer acquires real time
data and displays it on a computer display screen and also on the
analog display panel (H). Performance is then calculated and then
displayed on the result screen.
4. Results and discussion
Each new pair of brake shoes and drum was operated with
about 250 brakes to stop the drum at medium speeds and loads so
as to wear off the mating surfaces to ensures more than 90%
surface to surface contact. The burnishing process helps in
repeatability of results. However, each test was repeated three
times and average values of the performance parameters are
reported here. Tests at three different operational speeds were
conducted and on each speed six braking forces were applied.
Testing sequences were intended to create actual operating
conditions by implementing user dened braking forces, and
speeds. The test speed has been shown on the graph in kilometer
per hour (km/h) in place of revolutions per minute (rpm) so as to
show the on road test speed for the brake drum.
4.1. Effect of braking load and speed on coefcient of friction
Fig. 5 shows that the coefcient of friction of the brake drums
varies in a narrow scatter band for brake drums of different
materials which is according to the fundamentals of dry sliding
solids under dry lubrication. The coefcient of friction for CI brake
drum is minimum under all speeds and braking force and lower
than ADC12-10SiC and ADC12-15SiC brake drums. The SiC parti-
cles are considerably harder and are not plastically deformed at
Fig. 5. Trend of coefcient of friction with increasing order of brake load at different speeds.
39
the contact surface, rather, because of their angular shape,
scratches the counter surface material which is oxidized during
the sliding process because of higher degree of localized heating.
SiC particles increase the surface to surface friction due to their
inherent property of hardness. The brake drum test samples of
ADC12-10SiC (HT) and ADC12-15SiC (HT) have further higher
coefcient of friction at all applied brake force and speeds as
compared to the values obtained with ADC12-10SiC, ADC12-
15SiC and CI. Heat treatment of the composite material further
hardens the aluminum alloy and makes the SiC particles more
rm in the matrix which results in increased coefcient of
friction. Hence, in application heat treated composite material
brake drum would need less effort to stop the vehicle in
comparison to other test materials. The material pair used for
brake drum applications should have higher and stable coefcient
of friction [10]. However, very high coefcient of friction has its
own disadvantages in automotive applications [26]. Results
shown here can be used as a reference data to tailor a material
for specic application other than the automotives. The wear and
frictional behavior of the material pairs is complex due to
additional factors like contact asperities, wear debris, surface
contact percentage of drum and liner rubbing surface [22].
4.2. Coefcient of friction and inuence of transfer layer
The results shown in Fig. 5 for coefcient of friction need to be
understood in the light of transfer of layer from one surface to the
other surface during rubbing/sliding. The formation of third body
or tribo induced lms as a result of sliding between a pair of
contacting surfaces has a role in reducing friction and wear.
During sliding contact, transfer and back transfer of material
between contacting sliding surfaces can occur [2]. The transfer
layer is a body composed of various elements of different sizes. If
the hardness of the transfer layer is greater than that of the
matrix, meaning that it acts as a protection as well as a semi-
lubricant. The transfer layer does not have a regular thickness and
is composed of various elements whether it is stratied or
fragmented [5]. The lms tend to have complex, heterogeneous
microstructures since the friction materials from which they form
may contain in excess of 15 different additives [6]. Uyyuru et al.
reported transfer of the pin material occurs because of ploughing
action of the hard asperities of disk material against the relatively
soft pin material [14]. Laden et al. has also reported that under
certain operating conditions the transfer layer breaks which again
affects coefcient of friction [15]. The fall in coefcient of friction
for CI after 540 N and for heat treated composite after 720 N can
be attributed to the phenomena of transfer layer making and
40 A. Rehman et al. / Tribology International 51 (2012) 3641

breaking. Experimental results of Shorowordi et al. [16] also show

that a mixed layer is formed on the worn surface of MMCs. The
layer mostly contained the constituents of the brake pad which
act as counter body. Straffelini et al. [20] reported presence of
transfer layer on the basis of SEM micrograph and reported that
the layer contained friction material on the basis of EDXS analysis.
Straffelini et al. also reported that increase in contact temperature
decreases coefcient of friction. The paper also states the fact that
friction coefcient is in general determined by two phenomena,
rstly due to the adhesive interaction between the contacting
asperities and secondly due to the ploughing contribution due to
abrasion. Further, it reports that one of these two dominates the
other depending upon the SiC weight percentage in the aluminum
composite material. Higher SiC in the aluminum composite
results in adhesive interaction rather than abrasive one [20].
At low applied braking force and speed the friction coefcient
is observed to be less due to less formation of transfer lm at the
interface [10]. Critically examining the trends of the coefcient of
friction curves, in Fig. 5, against braking force it can be suggested
that with increasing order of braking force from 180 N to 540 N Fig. 6. Overall average coefcient of friction for different brake drums.
the coefcient of friction increased marginally and then decreased
for cast Iron at all speeds. Similar trends were observed with
AlSiC MMC brake drums with the coefcient of friction getting
maximum at slightly higher braking force of 720 N. The coef-
cient of friction response with CI and AlSiC MMC brake drums
can also be understood in the light of the explanation presented
by Howell et al. and Uyyuru et al. [13,14]. During light braking
force, the product of specic heat and density signicantly affects
the peak disk temperature than does the thermal conductivity.
Uyyuru et al. reported that during moderate to heavy braking,
thermal conductivity plays a predominant role in determining
peak disk temperatures [14]. Howell et al. reported that during
light braking, cast iron rotors will run cooler than aluminum MMC
rotors but as the applied pressure increases, aluminum MMC
rotors with their high thermal conductivity will run cooler and
should show superior frictional stability over cast iron rotors [13].
Also it has been reported that temperature under certain range
slightly increases coefcient of friction while excessively high
temperature has a fading effect and coefcient of friction falls
[3,32]. The excessively high temperature were not encountered in
the present work. However, making and breaking aspect of Fig. 7. Maximum temperature at the braking interface.
transfer layer may have played a very important role in the
nominal uctuations observed during drum testing. As reported
by Osterle et al. [8] the coefcient of friction decreased with speeds and braking force. The gure has been included so that the
increasing braking stress. It was reported that during the run in values reported here can be used for brake drum design purposes.
period the coefcient of friction increases steadily from 0.4 to As shown in the gure overall average coefcient of friction for CI,
0.7 at the low contact pressure and from 0.3 to 0.5 from the high ADC12-10SiC, ADC12-15SiC, ADC12-10SiC (HT) and ADC12-15SiC
contact pressure, respectively. Osterle et al. points out that, (HT) brake drums was 0.56, 0.78, 0.80, 0.90 and 0.93, respectively.
though this behavior can be explained by the formation and Higher coefcient of friction with composite material can be
growth of contact areas, chemical and microstructural changes attributed to the hard SiC particles which penetrate deep into
may play an important role as well. In fact, the material formed the counter surface leading to formation of microchips from
during the run in period at the surface, the so called friction layer, counter surface. As a result greater amount of frictional force is
differs considerably from the original pad material. required for sliding of composite over the counter surface. As the
Straffelini et al. reported increase in the contact temperature SiC content increases number of SiC particles penetrating to the
produced a decrease in the coefcient of friction [20]. Rhee et al. counter surface increases and thus the coefcient of friction in
[3] has investigated that the frictional force during sliding, is to be composites increases with increase in SiC content.
the power function of applied load and sliding velocity at a
particular temperature. Under heavy braking conditions, the 4.4. Braking surface interface temperature
value of frictional force reduces due to rise in temperature and
result in brake fade [10]. Fig. 7 shows the maximum interface temperature recorded at
maximum braking force and speed for all brake drums. Braking
4.3. Overall average coefcient of friction of all brake drums interface temperature with CI brake drum was 205 1C followed by
ADC12-15SiC (HT), ADC12-10SiC (HT), ADC12-15SiC and ADC12-
Fig. 6 shows overall average coefcient of friction of different 10SiC which was 184, 175, 125 and 120 1C, respectively, during
AlSiC MMC and CI brake drums for all speeds and braking force. braking. The results are in agreement with Howell et al. who
Overall average coefcient of friction was calculated at all test suggested that as the applied braking force increases, aluminum
 A. Rehman et al. / Tribology International 51 (2012) 3641
MMC rotors with their high thermal conductivity will run cooler
and should show superior frictional stability over cast iron rotors
[13]. Aluminum has high thermal diffusivity property [2] which
allows the heat to dissipate within short time.
While applying the brake, the major share of thermal energy
(about 95%) is dissipated through the drum while the rest of it
goes into the brake shoe. A fast response data logging equipment
is required [32] as rapid deceleration produces high heat genera-
tion in a single stop, the braking time may be less than the time
required for the heat to penetrate through the drum and the shoe
which will lead to temperature rise at the interface [9].
5. Conclusions
The essence of this work is that AlSiC MMC can be success-
fully used in brake drums in automobiles due to its comparative
coefcient of friction. In general It was found that the coefcient
of friction narrowly changed with applied braking load and speed
for brake drums of any material. The coefcient of friction of the
composites is found to be higher than cast iron brake drum.
Higher coefcient of friction of heat treated AlSiC MMC suggests
a limited scope of its use in smaller load carrying automobiles.
It is of interest to note that brake drum and brake shoe
interface temperatures with all composite material brake drum
are lower than that observed with CI brake drums. However, it
was observed that heat treated composite material brake drums
had higher interface temperatures as compared to that obtained
with other AlSiC MMC composite brake drums. Interface tem-
perature has an important effect on the coefcient of friction of
the braking surfaces which affects braking efciency of the
brake drums.
Coefcient of friction with composite material is higher due to
the presence of SiC particles in the aluminum alloy. In order to
take the benets of the composite materials, which has higher
coefcient of friction as compared to cast iron, the brake shoe
friction material can be tailored to bring down the level to suit the
application. It is possible to investigate on a suitable friction
material to match the composite material brake drums to get
coefcient of friction within limits of the automobile applications.
Sallit et al. [5] briey discussed regarding important aspects of
friction material requirements and formulation which indicate
that the material for the brake shoes and pads can be designed to
suit a particular AlSiC MMC brake drum. Consequently, its
properties have to be like low compressibility, good resistance
to severe temperatures and good resistance to abrasion. The main
components of a friction material are binder, reinforcing ele-
ments, bers, abrasive elements (SiO2, Al2O3), lling charges
(BaSO4, CaCO3, Al2O3), lubricants (MoS3, Sb2S3, as well as suldes
of Cu, Sn, Sb and brass), re proong substances, and aluminum
hydroxides to protect the pad from re.
Brake drum material with higher coefcient of friction can be
used for applications other than automobile brakes. Use of higher
coefcient of friction material can be extended to clutches used in
various machines.
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