NMX‑HRS‑500 / Rev 00 / ISO 19880 · SAE J2601 / Noida · India 2026 · Product Page

NMX-HRS-500 · ENGINEERED TO ORDER — HYDROGEN REFUELLING STATIONS

Five minutes to full, at 350 bar.

Name: Hydrogen Refuelling Station (HRS)
Brand: Neometrix

A complete hydrogen refuelling station — hydrogen in from a tube trailer or an on-site electrolyser, conditioned, compressed, banked at 500 bar(g), chilled to T20 and delivered into a fuel-cell vehicle at H35. Roughly 150 kg/day in a containerised layout, with back-to-back fills about five minutes apart. Engineered to order — the reference configuration on this page has not yet been built.

Enquire — refuelling stations Capability sheet (PDF)

Illustrative image, not a delivered installation — a hydrogen refuelling station forecourt: a tall stainless dispenser column with a coiled fuelling hose and holstered nozzle standing under a plain canopy on a clean concrete apron, with a windowless equipment container and a bank of vertical high-pressure storage cylinders behind a mesh guard rail in the background

Fig · 01 Dispenser, equipment container and storage bank on the forecourt — illustrative, not a delivered installation

Capacity

~150kg/day

Storage

500bar(g)

Dispensing

H35350 bar

Pre-cool

T20≈−20 °C

Back-to-back

5minutes

ISO 9001 / 14001 Engineered to order ISO 19880 · SAE J2601 PESO approval in scope of supply Noida · India

Overview

The hard part isn’t the hydrogen. It’s the last five minutes.

A fuel-cell bus is only useful if refuelling it feels like refuelling a diesel one. That single requirement — a full tank in minutes, then another vehicle right behind it — is what turns a gas skid into a refuelling station, and it drives almost every design decision on this page.

Illustrative image, not a delivered installation — a high-pressure hydrogen compression and storage skid: an enclosed diaphragm compressor with a heavy circular process head clamped by a ring of hex studs, close-coupled to an electric motor on a welded steel base frame with anti-vibration mounts, small-bore stainless high-pressure tubing running to a valve manifold with two plain gauges, and a rack of tall polished storage cylinders strapped alongside

Fig · 02 Compression skid and the high-pressure storage bank behind it — illustrative, not a delivered installation

You cannot fill a 350 bar tank from 350 bar storage. Gas moves down a pressure gradient and stops when the gradient does. So the station banks its inventory at around 500 bar(g) — the storage pressure is deliberately not the fuel pressure, and that gap is the entire reason the compressor is there.

A fast fill heats the tank. Pushing gas in quickly compresses the gas already inside almost adiabatically, and a composite tank liner has a hard limit near 85 °C. So the hydrogen is chilled on its way to the nozzle — the T20 category, about −20 °C — in a heat exchanger placed as close to the nozzle as the pipework allows.

Purity is a specification, not a courtesy. Fuel-cell catalysts are poisoned by carbon monoxide and sulphur at parts per billion, so an online analyser to ISO 14687 watches the incoming gas — and the inlet filter is there, in the specification’s own words, for rust carried over from the cascades.

Storage pressure is not fuel pressure. Get that one distinction wrong and the station will fill every vehicle to three-quarters and no further.

Engineered to Order

Sized to the fleet, not to a catalogue

Daily throughput, storage split, number of nozzles and dispensing duty follow from the fleet being fuelled and its duty cycle. The reference station here is the ~150 kg/day containerised class; it was engineered against repeated Indian green-mobility requirements, no order followed, so no delivered station is claimed.

Trailer or Electrolyser

Two very different inlets, one station

Hydrogen arrives either by tube trailer at around 350 bar(g), needing decanting and two-stage pressure reduction, or from an on-site electrolyser at around 20 bar(g), needing the opposite. The station is built to take both, so on-site production can be added later without rebuilding the front end.

Integration, stated plainly

We build the station, not the compressor

The diaphragm compressor, the dispenser, the nozzles and the approved storage vessels are proprietary bought-in equipment — tenders require those makes to carry approval from past installations. Neometrix engineers and builds everything between them, and carries the statutory route.

Architecture

One gas path, four pressures.

The schematic below follows a kilogram of hydrogen from the trailer to the vehicle — steadied at the reduction station, raised to 500 bar through the compressor, banked, chilled, and out at 350 bar — with the bypass that skips most of it when the trailer is full enough to fill the vehicle directly.

FIG · 03STATION ARCHITECTURE · DECANT · REDUCTION · COMPRESSION · STORAGE · SEQUENCING · PRE-COOL · DISPENSE

Fig · 03 The full gas path with its pressure steps, the direct trailer-to-dispenser bypass, and the detection-to-shutdown chain that oversees all of it

Arc · 01

Decant & Pressure Reduction

The trailer connects through a decant panel — pigtails and hoses, a separate set for nitrogen purge, a Coriolis mass flow meter because hydrogen is sold by mass, an inlet filter with differential-pressure indication, and an ISO 14687 analyser. Then a two-stage mechanical PRS, which exists because the trailer does not hold still: its inlet falls from ~350 bar(g) to ~25 bar(g) as the trailer empties, and the PRS has to hand the compressor a steady suction pressure throughout. Hence a constant-pressure valve on forward sensing, an excess-flow check valve, fully welded pipework, and a heat exchanger to shed the heat of expansion.

Arc · 02

Diaphragm Compression

A diaphragm compressor is used because it is non-contaminating — the gas never touches a lubricated surface, which is what keeps ISO 14687 purity achievable. The diaphragm is triple-layer metallic with leak detection between the layers, so a rupture is detected rather than discovered. Nominally 140 Nm³/h, 0–100 % turndown, 24-hour duty, with intercoolers, aftercoolers and a full interlock set including a diaphragm rupture sensor.

Arc · 03

Storage & Sequencing

Inventory sits in PESO-approved Type 1 or Type 3 vessels on a skid, in modular banks from about 40 kg upward so capacity can be added later, with a TPRD where Type 3 is used. An algorithm-based sequencing panel then decides, fill by fill, whether to draw from the trailer, from storage, or straight off compressor discharge — and it holds one rule above the rest: filling the vehicle takes precedence over refilling the cascade.

Arc · 04

Pre-cooling & Dispensing

A chiller feeds a diffusion-bonded or printed-circuit heat exchanger sited as close to nozzle delivery as possible, sized to still be at T20 at the nozzle after ambient loss. The dispenser carries active flow control, a break-away device, two nozzles for heavy and light duty with exchangeable nozzle receivers, and a fuelling algorithm supporting both the SAE J2601 look-up table and the MC formula methods — with a defined fall-back fill if the pre-cool target is missed.

Have a hydrogen refuelling station, dispensing or high-pressure gas requirement? Send it across — clause-by-clause compliance matrix within two working days · [email protected]

Send tender spec

Specifications

Reference station, sized to your fleet.

The parameters below describe a reference containerised station. Throughput, storage split, nozzle count, dispensing duty and layout are set by the fleet, its duty cycle, the hydrogen supply route and the site.

Illustrative image, not a delivered installation — close-up of a hydrogen fuelling nozzle and dispenser hose: a heavy machined stainless nozzle with a locking collar and insulated grip held in its holster on the dispenser column, with a thick armoured fuelling hose looping down and a plain blank display panel above

Fig · 04 The nozzle and hose — where the pre-cooling has to still be cold — illustrative, not a delivered installation

Where stations actually disappoint

Rarely in a dramatic way. The common failure is a station that fills the first vehicle beautifully and the third one to three-quarters — because the storage banks were sized for the brochure fill rather than the morning peak, and the compressor cannot recover between vehicles.

The second is pre-cooling measured in the wrong place. A chiller that reaches T20 at its own outlet, but not at the nozzle after the run of pipework, produces slow fills and a dispenser that keeps dropping into its fall-back mode. That is why the heat exchanger belongs as close to nozzle delivery as it can physically be put, and why the target is specified at the nozzle.

Full specification — expand

System	Hydrogen refuelling station (HRS) — decant, pressure reduction, compression, high-pressure storage, sequencing, pre-cooling and dispensing, with control and safety systems · design, engineering, supply, installation, commissioning and operator training
Capacity	Reference station ~150 kg/day, containerised, scaling upward · back-to-back refuelling ~5 minutes between two fills
Supply Routes	Tube trailer at ~350 bar(g) · and/or on-site electrolyser tie-in at ~20 bar(g) · station built to take both so on-site production can be added later
Decant Panel	Trailer pigtails and hoses · separate nitrogen purge set · Coriolis mass flow meter · inlet gas filter with differential-pressure gauge (carry-over rust from cascades) · online gas analyser to ISO 14687 with alarms
Pressure Reduction	Two-stage mechanical PRS · designed for an inlet that falls from ~350 bar(g) to ~25 bar(g) as the tube trailer empties, holding a steady compressor suction pressure throughout · inlet block valve, constant-pressure valve with forward sensing, reduction valve, pressure safety valve, excess-flow check valve, fully welded interconnecting pipework · heat exchanger to remove the heat of expansion and hold compressor inlet temperature · gauges each stage, transmitters at first-stage inlet and final outlet
Compressor	Diaphragm type, non-contaminating, triple-layer metallic diaphragm with leak detection · nominal 140 Nm³/h with 0–100 % turndown · discharge ~500 bar(g) · designed for 24-hour operation · intercoolers, aftercoolers, suction strainer, safety valve · fully automatic start · instrumented for suction and discharge pressure and temperature, lube-oil pressure, cooling-water flow switch and diaphragm rupture, with process interlocks and alarms
High-Pressure Storage	PESO-approved Type 1 / Type 3 vessels on a skid · from about 40 kg upward in modular banks for later expansion · operating ~500 bar(g) · pressure transmitter, gauge, safety and block valves per vessel · TPRD where Type 3
Sequencing Panel	Algorithm-based inventory management — fills from the trailer, from high-pressure storage, or directly from compressor discharge, selected on the state of the vehicle being refuelled · compressor top-up facility, regulating and bypass valves and gauges on a stainless structural · spare ports for additional banks · vehicle filling takes precedence over cascade filling
Pre-cooling	Chiller sized to deliver the T20 category (≈−20 °C) at the nozzle after ambient loss · diffusion-bonded or printed-circuit heat exchanger as close to nozzle delivery as possible · circulation well, pumps, secondary-fluid flow and temperature instrumentation · first fill of refrigerant, oil and heat-transfer fluid in scope
Dispenser	Communication and non-communication capable · pressure, temperature, ambient and flow sensing · active flow control · break-away device · fuelling and vent hoses · two nozzles, heavy and light duty, non-simultaneous, with exchangeable nozzle receivers · local HMI with RFID · fuelling to H35 supporting both the SAE J2601 look-up table and MC formula methods with interlocks at the J2601 limits · fall-back fuelling if the pre-cool target is not achieved
Safety & ESD	Gas detectors, flame detectors, fire extinguishers, hydrant and foam monitors, all integrated with an Emergency Shut Down system · nitrogen purge · excess-flow and check protection · pressure relief throughout · break-away separation at the dispenser
Control	PLC control with operator HMI · daily and hourly reporting at user-set intervals · historical and real-time trending with audio-visual alarms · editable graphics and tag database · backup program · integration with the site DCS/PLC for data logging and remote monitoring · energy metering for compressor, chiller and dispenser
Delivery Form	Containerised skids — compressor, discharge panel, sequential fill panel, chiller and dispenser — with high-pressure storage placed outside the container · layout and civil/trench drawings, statutory layout compliance, installation, commissioning and about a week of operator training · typically 8–10 months
Codes & Standards	ISO 19880 parts 1/3/5/8 (station, valves, dispenser, hose) · ISO 14687 (fuel quality) · ASME B31.12 (hydrogen piping) · NFPA 2 · ISO/TR 15916 · SAE J2600 (fuelling connectors) · SAE J2601 parts 1–4 (fuelling protocol) · SAE J2719 · ISO 17268 (vehicle refuelling connection devices) · SAE J2799 (vehicle-to-station communication) · PESO Gas Cylinder Rules — approval carried in the scope of supply, not held in advance
Sourcing	Diaphragm compressor, dispenser, nozzles and receptacles and approved storage vessels are proprietary bought-in equipment from established manufacturers · Neometrix engineers and builds the station around them — decant panel, PRS, sequencing panel and fill logic, storage skid, pre-cool integration, welded interconnecting pipework, control and ESD scheme, layout, statutory route, installation and commissioning
Status	Engineered to order — reference configuration, not yet built · capacity, storage split, dispensing duty and layout settled at design review

PDF · 1 page

Hydrogen Refuelling Station — Capability Sheet

Tender Response

Send your specification — compliance matrix in two working days

Variants

Same gas path, different front end.

Tenders call this a hydrogen refuelling station, a hydrogen refueling station, an HRS or a green-hydrogen mobility facility. What changes between them is mostly where the hydrogen comes from and how much of it is needed by breakfast.

Var · 01

Trailer-Fed Containerised Station

The reference configuration — hydrogen delivered by tube trailer at ~350 bar(g), decanted, reduced, compressed and banked. Compressor, panels, chiller and dispenser in a container; storage outside it. The fastest route to a working forecourt.

Var · 02

Electrolyser-Integrated Station

Hydrogen made on site and tied in at ~20 bar(g), so the front end conditions up rather than down. Usually paired with a purity guarantee at the tie-point and a nitrogen system for purging, and often built trailer-capable as well for outages.

Var · 03

Expansion-Ready Storage

Modular vessel banks on a skid with the sequencing panel pre-fitted with spare ports, so a station commissioned for one route can take more storage — and a second dispenser — without re-engineering the gas path.

Var · 04

Depot & Captive Fuelling Points

Bus depots, port and airport ground fleets, mine and industrial vehicles — where fuelling happens on a schedule rather than on demand, storage can be smaller and the compressor allowed to work through the night.

Applications

Where it applies.

Wherever a fuel-cell fleet has to be filled quickly, repeatedly and to a standard.

A · 01Fuel-cell bus depots & public transport green-mobility programmes

A · 02Port, airport & terminal ground-handling fleets

A · 03Heavy-duty trucking corridors & logistics hubs

A · 04Research & academic hydrogen mobility test facilities

A · 05Green-hydrogen production sites needing an offtake dispensing point

A · 06Industrial & mining captive vehicle fleets

FAQ

Common questions.

Plain-language answers from the engineering team.

Q · 01 Why compress to 500 bar if you only dispense at 350?

Because gas only flows from higher pressure to lower, and stops when the two are equal. If the storage sat at 350 bar it could never finish a 350 bar fill — the flow would die away as the vehicle tank approached the bank pressure, leaving the vehicle short and the fill taking far too long. Banking at around 500 bar(g) keeps a working differential right to the end of the fill, which is what makes a five-minute fill possible at all. It is the same reason a compressed-gas cascade is split into banks rather than run as one vessel: what matters is not how much gas you have stored, but how much of it you can still push somewhere useful.

Q · 02 Why does the hydrogen have to be chilled before it goes in?

Because filling a tank quickly heats it. Forcing gas into a fixed volume compresses the gas already inside, and at fuelling speed there is no time for that heat to escape, so the process is close to adiabatic and the tank warms sharply. A composite vehicle tank has a design limit near 85 °C, and exceeding it is a safety matter, not a comfort one. Pre-cooling the incoming gas — the T20 category, roughly −20 °C, for H35 fuelling — gives the fill somewhere to put that heat, so the tank can be filled fast and completely without going over the limit. Worth adding one honest detail: hydrogen is unusual in having a negative Joule-Thomson coefficient at ambient temperature, so throttling it actually warms it slightly instead of cooling it, as happens with most gases. That works against you here — it is a small effect next to compression heating, but it is the opposite of the intuition people bring from other gases.

Q · 03 What do “H35” and “T20” actually mean?

They are the two shorthand codes that describe a fill. H35 is the nominal working pressure of the vehicle tank being filled — 35 MPa, that is 350 bar — which is the standard for buses, trucks and most heavy-duty fuel-cell vehicles. H70, 700 bar, is the light-duty car standard, which packs more hydrogen into the same tank volume but is a harder station to build. T20 is the pre-cooling category from SAE J2601: the temperature band the fuel is delivered in, around −20 °C. Colder categories exist — T30 and T40 — and the higher the fill pressure, the colder you generally have to go, which is one reason H70 stations carry considerably more refrigeration. The station described on this page is specified for H35 with T20 pre-cooling; H70 is an architecture extension rather than something offered here as supplied.

Q · 04 What is the sequencing panel actually deciding?

Where the next kilogram comes from. At any moment the station may have three possible sources — the tube trailer, which may still be at useful pressure; the high-pressure storage banks; and the compressor running live. Each has a different cost in time and energy, and the right choice depends on the vehicle: how empty its tank is, how fast it needs filling, and what pressure each source can still deliver against it. An algorithm-based panel makes that call continuously, and can start a fill directly off the trailer when the differential allows, which saves compressing gas that never needed compressing. One rule sits above the optimisation: filling the vehicle takes precedence over refilling the cascade. A station that pauses a customer to top up its own storage has misunderstood its job.

Q · 05 Do you build the compressor and the dispenser?

No, and it is worth being direct about that. High-pressure hydrogen diaphragm compressors, dispensers, fuelling nozzles and approved storage vessels are proprietary products from a small number of established manufacturers — and the tenders themselves usually require those makes to carry statutory approval earned on previous installations, which is a reference no integrator can manufacture for itself. What Neometrix engineers and builds is the station around them: the decant panel, the two-stage pressure reduction station, the sequencing panel and its fill logic, the storage skid, the pre-cooling integration, the welded high-pressure interconnecting pipework, the control and emergency-shutdown scheme, the layout and statutory approval route, and installation and commissioning. That is the same division of work as our compressed-gas cascade systems, where the cylinders are bought in and the cascade is ours.

Q · 06 What does it take to get a station approved and running?

More calendar than most first-time buyers expect, and the long pole is rarely the equipment. A station has to be laid out to statutory separation distances before the civil work starts, which means the layout drawing is an approval document rather than a convenience. PESO approval is required for the pressure equipment and the installation, and it is carried as part of the scope of supply — it is not a certificate a supplier holds in advance and applies to your site. Alongside that sit the design codes: ISO 19880 for the station, ASME B31.12 for the piping, NFPA 2 and ISO/TR 15916 for hydrogen safety, ISO 14687 for fuel quality and the SAE J2601 family for the fuelling protocol itself. Allowing eight to ten months from order to commissioning, including civil work, trenching and cabling, and about a week of operator training at the end, is realistic.

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The Projects desk replies within two working days with a clause-by-clause compliance matrix and a budgetary quotation. Write to [email protected] or use the form.

Enquire — refuelling stations Capability sheet (PDF) +91 7777 876 876

ISO 9001 / 14001 ENGINEERED TO ORDER — HYDROGEN REFUELLING STATIONS ISO 19880 · SAE J2601 · ASME B31.12 ENGINEERED IN NOIDA · INDIA

Five minutes to full, at 350 bar.

The hard part isn’t the hydrogen. It’s the last five minutes.

Sized to the fleet, not to a catalogue

Two very different inlets, one station

We build the station, not the compressor

One gas path, four pressures.

Decant & Pressure Reduction

Diaphragm Compression

Storage & Sequencing

Pre-cooling & Dispensing

Reference station, sized to your fleet.

Where stations actually disappoint

Same gas path, different front end.

Trailer-Fed Containerised Station

Electrolyser-Integrated Station

Expansion-Ready Storage

Depot & Captive Fuelling Points

Where it applies.

Common questions.

Hydrogen & high-pressure gas from Neometrix.

Hydrogen Gas Boosting Station

CNG Storage & Mobile Cascades

Hydrogen Power-to-Power (P2P) System

Send your fleet
and your supply route.

Similar Products

Share This Page

Five minutes to full, at 350 bar.

The hard part isn’t the hydrogen. It’s the last five minutes.

Sized to the fleet, not to a catalogue

Two very different inlets, one station

We build the station, not the compressor

One gas path, four pressures.

Decant & Pressure Reduction

Diaphragm Compression

Storage & Sequencing

Pre-cooling & Dispensing

Reference station, sized to your fleet.

Where stations actually disappoint

Same gas path, different front end.

Trailer-Fed Containerised Station

Electrolyser-Integrated Station

Expansion-Ready Storage

Depot & Captive Fuelling Points

Where it applies.

Common questions.

Hydrogen & high-pressure gas from Neometrix.

Hydrogen Gas Boosting Station

CNG Storage & Mobile Cascades

Hydrogen Power-to-Power (P2P) System

Send your fleetand your supply route.

Similar Products

Share This Page

Send your fleet
and your supply route.