This study focuses on the comparative modeling and refueling simulations of hydrogen refueling stations for hydrogen-powered vehicles and high-pressure hydrogen storage options in tanks. The study further aims to simulate these under actual conditions in Ontario, Canada for better assessment which can be treated as a case study as well. The specific tests explore the modeling of hydrogen flow between the recharging station to the car's tank, as well as the optimization of transient variations in temperature, pressure and mass flow rate of hydrogen throughout the process of refueling a fuel cell electric vehicle. The H2FILLS program is utilized to assist for the simulation studies. The primary objective is to replicate various practical weather conditions, tank pressures, flow rates, and refueling periods for different categories of high-pressure hydrogen storage tanks and analyze their storage efficiency. The three different commercially available high-pressure type-IV hydrogen storage tanks were considered in the study as tank-I, tank-II and tank-III with working pressures of 500 bar, 700 bar, 700 bar, and hydrogen storage capacity of 9.5 kg, 4.6 kg, and 5 kg, respectively. Seven different ambient temperatures were selected to mimic seasonal effects. When the power output is constant, with temperature increases, flow rate decreases, and therefore time required to refuel also increases. There is a linear relationship between the final mass flow rate and the ambient temperature, where the mass flow rate drops by approximately 1.8 kg/h for every 10 °C rise in temperature. The variation in ultimate mass flow rate between the highest and lowest ambient temperatures is roughly 5.4 kg/h. Based on the refueling time and docking, undocking, downtime it’s been found that approximately five minutes is wasted between each vehicle. This can help reduce average of 230.02 kt, 231.70 kt, and 235.06 kt CO2 emission per year for vehicle-III, vehicle-II, and vehicle-I, respectively. Lastly, yearly CO2 reduction forecast shows that it may reach 0.9 Mt, 1.6 Mt, 2.7Mt, 3.76 Mt, and 4.73 Mt in the year 2030, 2035, 2040, 2045, and 2050, respectively corresponding to the Global Net-Zero scenario.

中文翻译：

---

氢气储存和加氢选项：性能评估


本研究的重点是氢动力汽车加氢站和储罐中高压储氢选项的比较建模和加氢仿真。该研究进一步旨在在加拿大安大略省的实际条件下模拟这些，以便更好地评估，也可以作为案例研究。具体测试探索了加注站到汽车油箱之间的氢气流动建模，以及在燃料电池电动汽车加注过程中氢气温度、压力和质量流量的瞬态变化的优化。H2FILLS 程序用于协助仿真研究。主要目标是复制不同类别高压储氢罐的各种实际天气条件、储罐压力、流速和加氢周期，并分析其存储效率。研究中将三种不同的市售高压 IV 型储氢罐视为 I-tank-I、Tank-II 和 Tank-III，工作压力为 500 bar、700 bar、700 bar，储氢容量分别为 9.5 kg、4.6 kg 和 5 kg。选择了 7 种不同的环境温度来模拟季节性效应。当功率输出恒定时，随着温度的升高，流速会降低，因此加注所需的时间也会增加。最终质量流量与环境温度之间存在线性关系，其中温度每升高 10 °C，质量流量就会下降约 1.8 kg/h。最高和最低环境温度之间的极限质量流量变化约为 5.4 kg/h。 根据加油时间和对接、脱离、停机时间，发现每辆车之间大约浪费了 5 分钟。这有助于将车辆 III、车辆 II 和车辆 I 的平均二氧化碳排放量分别减少每年 230.02 kt、231.70 kt 和 235.06 kt 的排放量。最后，年度二氧化碳减排预测显示，在 2030 年、2035 年、2040 年、2045 年和 2050 年，它可能分别达到 0.9 公吨、1.6 公吨、2.7 公吨、3.76 公吨和 2050 公吨，对应于全球净零情景。