1.

INTRODUCTION
The internal combustion engines have already become an indispensable and integral part of our present day life style, particularly in the transportation and agricultural sectors which collectively form not only one of the main consumers of fossil fuels but also one of the major contributors to environmental pollution. Thus, automotive, truck and non-road engines/vehicles constitute an important field, where the use of alternative fuels emerges as a very promising, long-term, alternative solution in order to achieve the desired diversification from petroleum products .The world is presently facing with the twin crises of fossil fuel depletion and environmental degradation. The increasing industrialization and motorization of the world has led to a steep rise for the demand of petroleum-based fuels. Petroleum-based fuels are obtained from limited reserves. These finite reserves are highly concentrated in certain regions of the world. Therefore, those countries not having these resources are facing energy/foreign exchange crisis, mainly due to the import of crude petroleum. Also the world reserves of primary energy and raw materials are obviously limited. According to an estimate the reserves will last for 218 years for coal, 41 years for oil, and 63 years for natural gas [1], Hence the prices of crude oil keep rising and fluctuating on a daily basis. So it is necessary to look for alternative fuels which can be produced from resources available locally within the country and renewable, such as alcohol, biodiesel, vegetable oils etc. which promise a very good relation with sustainable development, energy conservation, efficiency and environmental preservation. The fuels of bio-origin can provide a feasible solution to this worldwide petroleum crisis. Various bio fuel energy resources explored include biomass, biogas, primary alcohols, vegetable oils, biodiesel etc.

The name bio-diesel was introduced in the United States during 1992 by the National Soy Diesel Development Board (presently National Biodiesel Board) which has pioneered the commercialization of bio diesel in the US. Bio-fuels are fuels produced by a number of chemical / biological processes from biological materials like plants, agricultural wastes etc, Bio fuel is a source of renewable energy. Bio diesel can be used as a pure fuel or blended with petroleum diesel depending on the economics and emissions without any engine modifications. There are many tree species which bear seeds which is rich in oil and having properties of an excellent fuel and which can be processed as a diesel substitute. One of the most promising fuel alternatives is the vegetable oils and their derivatives. Plenty of scientific articles and research activities from around the world were printed and recorded. Oils from coconut, soy bean, sunflower, safflower, peanut, linseed and palm were used depending on what country they grow abundantly. It has been reported that in diesel engines vegetable oils can be used as fuel, straight as well as in blends with the diesel. It is evident that there are various problems associated with vegetable oils being used as fuel in compression ignition engines, mainly caused by their high viscosity. The high viscosity is due to the molecular mass and chemical structure of vegetable oils, which in turn leads the problems in pumping, combustion and atomization in the injector system of diesel engine. Due to the high viscosity, vegetable oils normally introduce the development of gumming, the formation of injector deposits, ring sticking as well as incompatibility with conventional lubricating oils in long-term operations. The use of edible oil for production of bio-fuel will create scarcity in food production. So it is recommended to use non-edible oils in bio-fuel production. Of these some important varieties are Jatropha, Neem, Mahua etc. And

the performance of Jatropha and other oils as blends with diesel as well their esters, have been well established and documented as Internal Combustion (IC) Engine fuels. This paper is based on a new variety of bio-fuel extracted from Cashew Nut Shell Liquid (CSNL) called Cardanol.

2. Cashew Nut Shell Liquid (CNSL) 2.1 Introduction to cashew tree

Cashew is important as a tree to counterbalance deforestation. These trees are wild and therefore once established will look after themselves. Cashew is an immigrant tree from Eastern Brazil and now among the top three commercial crops of India [2]. The Cashew Nut Shell contains 25-34% oil which was not much used earlier. Commercial and industrial applications are being developed in the recent decade. This research work investigates Cashew Nut Shell Liquid (CNSL) as an alternative fuel for Internal Combustion Engine, which was not experimented earlier. CNSL can power the engines at cashew processing industries and surrounding places and has the cost saving advantage due to its much lesser price compared to diesel. Cashew trees are boon to the country, in the sense that they not only yield cashew but also can produce gasoline supplement ethanol from the fruit (cashew apple), yet another valuable product - CNSL. India is the largest producer of Cashew in the world. In India Cashew nut cultivation presently covers a total area of 0.70 million hectares of land, producing over 0.40 million tons of raw cashew nuts .So the potential for cashew derived fuels to supplant the increasing energy gap is promising. Over the past 25 years, the area under the Cashew crop

has increased with an average productivity of about 635 kg per hectare. The productivity in Kerala is 1178 kg per hectare which is nearer to Maharashtra state, is the highest with 1300 kg per hectare [3].

2.2 CNSL and its extraction:The cashew nut shell is about 0.3 cm thick, having a soft feathery outer skin and a thin hard inner skin. Between these skins is the honeycomb structure containing the phenolic material known as CNSL. Inside the shell is the kernel wrapped in a thin skin known as the testa[4]. CNSL is a reddish brown viscous liquid, having 4 major components viz. Anacardic acid, Cardanol, Cardol, Methyl Cardol which are naturally occurring unsaturated phenols. CNSL is traditionally obtained as a byproduct during the process of removing the cashew kernel from the nut. The processes used are mainly hot-oil and roasting in which the CNSL oozes out from the shell [3].

Technical CNSL, (i.e. heat extracted) the heating process leads to decarboxylation of the anacardic acid to form cardanol. Typically, the composition of technical CNSL is approximately 52% cardanol, 10% cardol, 30% polymeric material, with the remainder being made up of other substances. The technical CNSL is often further processed by distillation at reduced pressure to remove the polymeric material. The composition of distilled technical CNSL is approximately 78% cardanol, 8% cardol, 2% polymeric material, 1% 2-methyl cardol, 2.3% heptadecyl homologue triene, 3.8% heptadecyl homologue diene and the remainder other homologous phenols. Cardanol is a naturally occurring monohydroxyl phenol having a long hydrocarbon chain in the Meta position.

Fig no1.Chemical Structures of Anacardic acid, Cardanol and Cardol

2.3 Processing of CNSL Higher the processing methods and refinement, higher will be the cost of CNSL which is further augmented due to increased handling, transportation, chemicals and energy input for processing, Due to bulk availability, low price and ease of production for

experimentation in IC engine expeller cold extracted CNSL is chosen[3].

If the performance is proven then it will be the cheapest renewable fuel will benefit the cashew processing countries.

Fig 2. Expeller machine

2.4. Testing of Cardanol Bio-fuel Blend (CBF)

Vegetable oil can be directly mixed with diesel fuel and may be used for running an engine. Much of the world uses a system known as the "B" factor to state the amount of biodiesel in any fuel mix: 100% biodiesel is referred to as B100, while 20% biodiesel, 80% petrodiesel is labeled B20

 5% biodiesel, 95% petrodiesel is labeled B5 2% biodiesel, 98% petrodiesel is labeled B2.

2.4.1 Properties of the CBF blends

3 Performance test on Double cylinder CI engine[1]

In this investigation the various performance and emission tests were conducted on four strokes twin cylinder engine manufactured by M/s Kirloskar Company limited (as shown in Fig.). The tests were conducted up to 25% blends, because the viscosity of above 25% blends exceeds more than 5 Cs.

Engine test rig.

3.1 Engine specifications:-

3.2 Emission Equipment:A DELTA 1600-L of MRU make Exhaust gas analyzer is used to find the NOx (ppm), UBHC (ppm), and CO (%) emissions in the exhaust.

3.3 Operating And Recording Procedure:-

1. Calculated volume of 10%, 20%, 30% and 40% CNSL were taken in measuring jar and mixed with 90%, 80%, 70%, 60% neat diesel respectively[5]. After stirring using a magnetic stirrer for 15 minutes, blends were ready on volume basis. 2. Engine was allowed to run for 15 minutes to enable warming up of components to reach stable condition for testing. 3. Loading was done for neat diesel in 5 steps starting from no load, 25% load, 50%load, 75% load and full load (10Hp) condition. Once the stable running was achieved, time taken for 10cc was noted down by a stopwatch.. Engine speed was also recorded for complete range of loading. 4. Flexible hose from the flue gas tapping was taken out and connected to the exhaust gas analyzer. 5. Five sets of readings were recorded for each fuel composition and average value was calculated and used for calculation in order to reduce the experimental errors. 6. Readings observed for standard diesel fuel are taken as the base. 7. Subsequently four CNSL blends ranging from 10 to 25% by volume and diesel 90 to 75% respectively, were tested one after the other by filling the blend in the

biodiesel tank. The 3way valve were opened and closed suitably to changeover from one blend to another. 8. Sufficient time was allowed to empty the previous blend in the filter, pipeline and injector lines. Warming up time of 10 minutes for each blend is necessary to obtain accurate reading in order to assess the correct behavior of each blend. 9. All the readings are recorded in the same way as described from steps 1 to8.. For each blend and each loading average value of 5 measurements of each parameter is recorded in the tabular format. 10. After completing all the testing of the blends, once again the neat diesel was used to purge the lines containing the Bio fuel so that accumulation, settling and gumming could be avoided. 11. The required characteristics curves are plotted.

4. Result and Discussion:The performance test on Double cylinder CI engine is conducted and various characteristic curves are plotted . The performance of the engine was evaluated in terms of Brake Power (BP), Brake Thermal Efficiency (BTE), brake Specific Fuel Consumption (SFC) and also the emission of various gases like NOx, UBHC, and CO are analyzed. 4.1. Brake thermal efficiency v/s Brake power

The variation of brake thermal efficiency with brake power for different volumetric blends is presented in below figure. In all cases, it increased with increase in brake power. This was due to reduction in

heat losses and increase in brake power with increase in load. The brake thermal efficiency obtained for CBF blends was less than that of diesel. This lower brake thermal efficiency obtained could be due to lower calorific value and increase in fuel consumption as compared to diesel.

4.2 Brake specific energy consumption v/s Brake power Brake specific energy consumption decreases by 25-30%

approximately with increases in brake power. This reverse trend was observed due to lower calorific value with increase in bio fuel percentage in the blends.

4.3 NOx Emission v/s Brake power It has been observed that NOx emissions (ppm) increases with increased proportion of blends and also with higher EGT (This increasing trend of EGT is mainly because of generating more power and consumptions of more fuel at higher loads). This trend mainly because of presence oxygen in bio fuel, this leads to more oxidation at higher temperature and responsible for more Nox emissions.

4.4 HC emission v/s brake power It has been observed that HC emissions are nominal up to B20, and more at B25, the reason for this is the incomplete combustion.

4.5. CO emission v/s brake power It is observed that the carbon monoxide emissions increases with higher blends, and increases slightly more after 20% blends. The minimum and maximum CO produced was 0.03e0.08%. At higher loads Co emissions slightly decreased. At elevated temperature, performance of the engine improved with relatively better burning of the fuel resulting in decreased CO.

5.Conclusion
Based on the results of the study the following conclusions were obtained. The significant factor of cardanol bio fuel is its low cost, its abundance and it is a byproduct of cashew nut industries so it helps to reduce costly petroleum imports. The price of Cashew Nut Shell Oil is in the range of US $ 0.34 to 0.51 per litre (2011 prices) in India depending upon the location and grade. Thus the idea of blending CNSL up to 35% with diesel (US $ 0.9/ litre) direct fuel cost savings of 20 to 25% is possible. At present, all the biodiesel products cost 3 to 5 times the diesel price[3], The properties like density, viscosity, flash and fire points of cardanol bio fuel volumetric blends under test are higher, and calorific values are lower and are in the range of 94-96%that of diesel.

 The brake specific energy consumption decreases by 30-40% approximately with increases in brake power. This reverse trend was observed due to lower calorific value with increase in bio fuel percentage in the blends. The brake thermal efficiency obtained for Cardanol bio fuel volumetric blends was less than that of diesel. This lower brake thermal efficiency obtained could be due to lower calorific value and increase in fuel consumption as compared to diesel. The NOx emissions (ppm) increases with increased proportion of blends and also with higher EGT. This trend mainly because of presence oxygen in bio fuel, this leads to more oxidation at higher temperature and responsible for more NOx emissions. The HC emissions are nominal up to B20, and more at B25, the reason for this is the incomplete combustion. The Carbon monoxide emissions increases with higher blends, and increases slightly more after 20% blends. At higher loads CO emissions slightly decreased may be due to at higher temperatures the performance of the engine improved with relatively better burning of the fuel resulting in decreased CO. Low sulphur content and hence environment friendly[6]. Personal safety is improved (flash point is higher than that of diesel). It is biodegradable. It contains low aromatics compared to diesel. The ozone (smog) forming potential of CNSL constituents are less than diesel fuel. Generally, the ozone forming potential of the biofuel hydrocarbon emission, is 50% of diesel.

From the above study it is observed that up to 20% blends of cardanol bio fuels may be used as diesel fuel substitute in CI Engines without any modifications.

References:[1]www.wikipedia.com [2] Cashew Statistics Book (2009). [3] Technical Sustainability of Cashew Nut Shell Liquid as a Renewable Fuel in Compression Ignition Engine. By V. Palvannan K. Balagurunathan. European Journal of Scientific Research ISSN 1450216X Vol.76 No.4 (2012), pp.614-627 EuroJournals Publishing, Inc. 2012 http://www.europeanjournalofscientificresearch.com [4] Performance and Emission Characteristics Studies on Stationary Diesel Engines Operated with Cardanol Biofuel Blends. By D.N.Mallikappa, Rana Pratap Reddy, Ch.S.N.Murthy. INTERNATIONAL JOURNAL of RENEWABLE ENERGY RESEARCH D.N.Mallikappa et al., Vol.2, No.2, 2012. [5]Performance and emission characteristics of double cylinder CI engine operated with cardanol bio fuel blends, Mallikappa D.N., Rana Pratap Reddy, Ch.S.N. Murthy. journal of Renewable Energy 38 (2012) 150-154.

[6] Use ofvegetable oils as I.C. engine fuelsA review by A.S. Ramadhas , S. Jayaraj, C. Muraleedharan. journal of Renewable Energy 29 (2004) 727742.