E-Hydrogen

At Rolls-Royce, we`re addressing the entire hydrogen ecosystem – from production and storage to downstream processing and use in fuel cells or hydrogen-fuelled combined-heat-and-power plants. As early as 2022, our gas engines will be able to run on 25% hydrogen – increasing steadily until we reach 100% hydrogen operation. Alongside this, our customers can rely on integrated solutions for sustainable power from a single provider.

E-Methanol

Methanol can be produced carbon-neutrally using the power-to-X process and easily stored and transferred in its liquid form using existing infrastructures. Unlike ammonia, methanol is environmentally safe and can be used not just in diesel and spark-ignition combustion engines, but also in conjunction with zero-emission fuel cells. At Rolls-Royce, we`re working on both products.

E-Methane

Green hydrogen can be further processed into e-methane by using carbon dioxide from the air or biogenic sources. This means that if the e-methane is produced using renewable electricity, our existing gas engines can continue to be used carbon-neutrally. For mobile applications, transportation and storage, e-methane can be liquefied to reduce its volume. We’re also working on the challenge of reducing methane slip which can be harmful to the environment.

E-Ammonia

Green ammonia is another fuel that can be produced carbon-neutrally using the power-to-X process and doesn’t emit CO2 during combustion. Here, green hydrogen is catalytically converted to ammonia using nitrogen in the atmosphere. The fuel liquefies at minus 33 degrees and has a higher energy density than liquid hydrogen. However, the nitrogen-hydrogen compound is highly toxic and any leaks in coastal waters have the potential to cause severe harm to humans and the environment.

E-Diesel

E-diesel is produced from CO2 and green hydrogen using the Fischer-Tropsch process – often referred to as Fischer-Tropsch diesel. Compared to fossil diesel, e-diesel contains significantly less sulphur and no aromatics and has a higher ignition propensity due to its chemical structure. As a result, it burns more cleanly and is better suited to storage. The energy density is almost comparable to that of fossil diesel.

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