Abstract
Exhaust particulate from compression ignition (CI) engines running on engine and chassis dynamometers was studied. Particulate dichloromethane extracts were qualitatively and quantitatively analyzed for polycyclic aromatic hydrocarbons (PAHs) and biomarkers by gas chromatography with flame ionization detector (GC-FID) and gas chromatography-mass spectrometry (GC-MS). PAH group profiles were made and the PAH group shares according to the number of rings (2 or 3; 4; 5 or more) as well as diagnostic indices were calculated. Values of geochemical ratios of selected biomarkers and alkyl aromatic hydrocarbons were compared with literature values. A geochemical interpretation was carried out using these values and biomarker and alkyl aromatic hydrocarbon distributions. It has been shown that geochemical features are unequivocally connected to the emission of fossil fuels and biofuels burned in CI engines. The effect of the exothermic combustion process is limited to low-molecular-weight compounds, which shows that the applied methodology permits source identification of PAHs coexisting in the particulate emitted.
Highlights
One of the main sources of polycyclic aromatic hydrocarbons (PAHs) emission are fuels used in automotive engines, lower-power compression ignition (CI) engines (Marr et al 1999)
The effect of the exothermic combustion process is limited to compounds of low molecular weight, which shows that the applied methodology permits source identification of PAHs coexisting in the particulate emitted, as well as geochemical markers
Aftertreatment of diesel exhaust gas seems to remove most of geochemical biomarkers and PAHs from the particulate matter (PM), indicating a successful cleaning process
Summary
One of the main sources of polycyclic aromatic hydrocarbons (PAHs) emission are fuels used in automotive engines, lower-power compression ignition (CI) engines (Marr et al 1999). Small diesel engines, working in machines other than road vehicles, emit a disproportionate amount of primary solid and gas pollutants per unit of fuel consumed (by mass). These contaminants are precursors of secondary pollutants occurring in the air, i.e., volatile organic compounds, particulate matter (PM), and organic carbon (Gordon et al 2013). It has been shown that the formation of secondary air pollutants (secondary organic aerosol—SOA) is affected by the number of carbon atoms and aromatic compounds in the fuel used. The degree of elimination of these emissions depends on the type and on the filter’s oxidation ability (Heeb et al 2010)
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