A fuel-cell bus is only genuinely useful if refuelling it feels like refuelling a diesel one. That single requirement \u2014 a full tank in minutes, then another vehicle right behind it \u2014 drives almost every design decision in Neometrix’s hydrogen refuelling station: hydrogen comes in from a tube trailer or an on-site electrolyser, gets conditioned, compressed, banked at 500 bar(g), chilled to the T20 category, and delivered into a fuel-cell vehicle at H35, in a containerised layout handling roughly 150 kg\/day with back-to-back fills about five minutes apart.<\/p>\n
Gas moves down a pressure gradient and stops the instant that gradient runs out. So the station deliberately banks its inventory at around 500 bar(g) \u2014 the storage pressure is not the fuel-delivery pressure, and that gap is the entire reason the compressor exists in the first place. Without it, filling would slow to a crawl as the storage and vehicle pressures converged.<\/p>\n
Pushing gas into a vehicle’s tank quickly compresses the gas already inside almost adiabatically, and a composite tank liner has a hard temperature limit near 85 \u00b0C. So the hydrogen is deliberately chilled on its way to the nozzle \u2014 the T20 category, roughly \u221220 \u00b0C \u2014 in a heat exchanger placed as close to the nozzle as the pipework physically allows. Get the pre-cooling location wrong and the fill has to slow down or fall back to a conservative mode to avoid overheating the tank.<\/p>\n
Fuel-cell catalysts are poisoned by carbon monoxide and sulphur contamination at parts-per-billion levels, which is an extraordinarily tight tolerance. An online gas analyser to ISO 14687 continuously watches the incoming hydrogen, and the inlet filter exists \u2014 in the specification’s own explicit language \u2014 specifically for rust carried over from upstream cascades, not as a generic precaution.<\/p>\n
Hydrogen can arrive by tube trailer at around 350 bar(g), which needs decanting and two-stage pressure reduction as the trailer gradually empties \u2014 or from an on-site electrolyser at around 20 bar(g), which needs essentially the opposite handling. The station is built to accept both from day one, so on-site hydrogen production capability can be added later without rebuilding the entire front end of the station.<\/p>\n
The diaphragm compressor, the dispenser, the nozzles and the approved storage vessels are all proprietary bought-in equipment \u2014 tenders specifically require those components to carry approval based on past installations. Neometrix engineers and builds everything around them: the decant and pressure-reduction system, storage sequencing, pre-cooling, dispensing control, and the full safety and controls package. No specific delivered station is claimed on this page \u2014 this describes a reference ~150 kg\/day containerised station engineered to order.<\/p>\n