Case Studies in Thermal Engineering 41 (2023) 102678

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Case Studies in Thermal Engineering

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A study on the Joule-Thomson effect of during filling hydrogen in

high pressure tank
Ji-Qiang Li a, *, Yan Chen a, Yong Biao Ma a, **, Jeong-Tae Kwon b, Heng Xu c,
Ji-Chao Li c, ***
a
School of Transportation, Ludong University, Yantai, 264025, Shandong Province, China
b
Division of Mechanical & Automotive Engineering, Hoseo University, Asan, 31499, South Korea
c
Department of Mechanical Engineering, The Graduate School, Hoseo University, Asan, 31499, South Korea

A R T I C L E I N F O A B S T R A C T

Handling Editor: Huihe Qiu With the development of the hydrogen fuel cell automobile industry, higher requirements are put
Keywords:
forward for the construction of hydrogen energy infrastructure, the matching of parameters and
High pressure hydrogen the control strategy of hydrogen filling rate in the hydrogenation process of hydrogenation sta­
Throttling expansion tion. Fuel for hydrogen fuel cell vehicles comes from hydrogen refueling stations. At present, the
Joule-Thomson coefficient technological difficulty of hydrogenation is mainly reflected in the balanced treatment of
Equation of state reducing the temperature rise of hydrogen and shortening the filling time during the fast filling
Numerical analysis process. The Joule-Thomson (JT) effect occurs when high-pressure hydrogen gas passes through
the valve assembly, which may lead to an increase in hydrogen temperature. The JT effect is
generally reflected by the JT coefficient. According to the high pressure hydrogen in the pressure
reducing valve, the corresponding JT coefficients were calculated by using the VDW equation, RK
equation, SRK equation and PR equation, and the expression of JT effect temperature rise was
deduced, which revealed the hydrogen temperature variation law in the process of reducing
pressure. Make clear the relationship between charging parameters and temperature rise in the
process of decompression; the flow and thermal characteristics of hydrogen in the process of
decompression are revealed. This study provides basic support for experts to achieve throttling
optimization of related pressure control system in hydrogen industry.

1. Introduction
Hydrogen energy, due to its renewable and non-polluting advantages, is considered to be one of the most promising new energy
sources [1], and has been highly valued by governments around the world [2]. Hydrogen fuel cell vehicle (HFCV) is an important
application of hydrogen energy in the process industry, which has the advantages of high energy conversion efficiency and completely
pollution-free [3]. According to the International Hydrogen Energy Commission, in 2050, hydrogen fuel cell vehicles will account for
20–25% of global vehicles, and is expected to create a market of more than 2.5 trillion US dollars [4]. At this stage, the transportation
sector represented by fuel cell vehicles is an important direction for hydrogen energy application, and hydrogen refueling stations are
an important infrastructure for fuel cell vehicles, and their construction and commercialisation have a symbiotic relationship with the

* Corresponding author.
** Corresponding author.
*** Corresponding author.
E-mail addresses: [email protected] (J.-Q. Li), [email protected] (Y.B. Ma), [email protected] (J.-C. Li).

https://doi.org/10.1016/j.csite.2022.102678
Received 27 October 2022; Received in revised form 12 December 2022; Accepted 26 December 2022
Available online 29 December 2022
2214-157X/© 2022 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY license
(http://creativecommons.org/licenses/by/4.0/).
J.-Q. Li et al. Case Studies in Thermal Engineering 41 (2023) 102678

commercialisation of fuel cell vehicles.

Research on high-pressure hydrogen involves all aspects of hydrogen energy applications, including hydrogen refueling stations,
fuel cells and hydrogen internal combustion engines. Yu et al. [5] studied the sealing performance and reliability of automatic valves
for high-pressure hydrogen compressors. Ye et al. [6] studied the fuzzy control of hydrogen pressure in fuel cell systems. Menaa et al.
[7] investigated the effect of hydrogen injection pressure and valve type on tempering and pre-ignition phenomena in a
hydrogen-diesel dual-fuel engine. The phenomenon of temperature change due to adiabatic irreversible expansion of a gas during the
flow of an actual gas due to the throttling effect is called the Joule-Thomson effect [8]. The expansion of gas throttling is an important
thermodynamic process of practical relevance to engineering [9]. An application of the Joule-Thomson effect in hydrogen refueling
stations and hydrogen fuel cell vehicles is the hydrogen pressure reducing valve, which uses a throttling process to depressurise the
hydrogen as it passes through a narrow gap. The main research directions related to high-pressure hydrogen pressure reducing valves
are stability, noise, material failure problems, internal flow field simulation [10]. He et al. [11] studied a hydrogen pressure reducing
valve for vehicles by means of a mathematical model and analyzed its operating mechanism, basic characteristics and factors influ­
encing outlet pressure fluctuations. Chen et al. [12,13] simulated the decompression process of a two-stage high-pressure hydrogen
decompression system and investigated the effect of different structural parameters on the complex flow to obtain less valve noise and
less energy loss. Stadnik et al. [14] studied the effect of mufflers on the dynamic performance of pressure reducing valves. Yamabe
et al. [15,16]studied the failure of rubber seals due to high-pressure hydrogen decompression, Jaravel et al. [17] studied cavitation
damage in transparent silicone rubber during rapid decompression. Castagnet et al. measured the expansion of rubber materials during
hydrogen decompression [18]. The effect of hydrogen absorption and expansion of 0-shaped rubber rings on the sealing performance
was studied by Zhou et al. [19]. Fujiwara et al. [20] evaluated changes in the chemical structure of butyl rubber when exposed to high
pressure hydrogen.
The study of the internal flow field of pressure reducing valves is mainly based on theoretical analysis and numerical simulations.
Jin et al. [21] developed an adiabatic throttling model for the fluid domain of a two-stage high-pressure pneumatic pressure reducing
valve and investigated the gas temperature characteristics at its outlet. Based on CFD numerical simulations of the flow field of this
pressure reducing valve were carried out to investigate the steady-state flow field in a two-dimensional axisymmetric model and to
analysis the pressure reduction performance at the valve ports [22]. Ref. [23] investigated the pressure and velocity distribution
patterns for a two-dimensional axisymmetric model as the inlet pressure increased to 70 MPa. Li et al. conducted a two-dimensional
flow field simulation study on a 70 MPa high-pressure hydrogen pressure reducing valve and analyzed the effect of geometric pa­
rameters such as spool opening volume and inlet diameter on the flow field [24]. Nicola et al. [25] performed a simplified simulation of
a compressible natural gas cone valve for 20 MPa using a mathematical model that allows for multiphase calculations, and the results
agreed well with experimental results. Hou et al. [26] studied high-pressure pressure reducing valves for superheated steam used in
power plants and other operating conditions. Just as mentioned above, the studies are all aimed at optimising the design of hydrogen
pressure reducing valves, with less research into the Joule-Thomson effect on pressure reducing valves and the safety and reliability of
the hydrogen refueling process.
For the actual fast charging of a hydrogen storage cylinder, the ramp rate of the cylinder is determined by the hydrogen filling
temperature at the inlet of the cylinder, with a certain filling temperature corresponding to a ramp rate. Unlike ideal gases, high-
pressure gases have a strong real gas effect. Due to the large variation in outlet pressure (2–70 MPa), the throttling effect of the
pressure reducing valve brings about a large range of temperature rise, which directly leads to a change in the hydrogen filling
temperature at the inlet of the hydrogen storage cylinder. Uncertainty in the hydrogenation temperature leads to uncertainty in the
determination of the filling rate based on criteria, which affects the filling rate of the hydrogenation process. In this paper, the Joule-
Thomson effect after a pressure reducing valve is investigated, the accuracy of different gas equations of state for solving the Joule-
Thomson coefficient is analyzed and the temperature difference of hydrogen at different temperatures and pressures due to the JT
effect in the pressure reducing valve is calculated numerically.

2. Joule-Thomson coefficient (JT)

Throttling components are the most critical factor affecting hydrogen decompression and aerodynamic performance. The rate of
change of temperature with pressure during isoenthalpy throttling of the actual gas that the slope of any point on the isoenthalpy line
in the temperature-entropy diagram (T-S) is called the JT coefficient. The accurate calculation of the JT coefficient is essential for the
evaluation of the JT effect for real gas. The expression for the JT coefficient is
( ) ⎡ ⎤
( ∂p )
[ ] T(∂V/∂T)p − V 1 ⎢ ⎥
dh = Cp dT + v − T(∂V/∂T)p dp → μJT = = ⎢ − T ( ∂∂Tp )V − V ⎥ (1)
Cp Cp ⎣ ∂V T
⎦

For a real hydrogen gas, introducing a compression factor Z and Z = pV

RT
, the JT coefficient can be expressed as

2
J.-Q. Li et al. Case Studies in Thermal Engineering 41 (2023) 102678

Fig. 1. Joule-Thomson effect.

( )
RT2 ∂Z
μJT = (2)
pCp ∂T p

The JT coefficient can be calculated using equation (2). For an ideal gas, the compression factor Z = 1, μJT = 0 and there is no Joule-
Thomson effect. For real gas, Z is a function of pressure and temperature. The gas Joule-Thomson effect, as shown in Fig. 1. The JT
coefficient may be greater than zero or less than zero. When μJT > 0, the post-throttling temperature decreases; when μJT < 0, the post-
throttling temperature increases. Z and Cp in equation (2) can be derived from the real gas equation of state.

2.1. Equation of state

In practice, the JT effect of hydrogen in pipeline systems and the fast filling process at hydrogen filling stations are the main focus of
hydrogen applications, which are calculated based on the equation of state for hydrogen. However, at high pressure conditions, the
actual hydrogen is completely different from the ideal gas; therefore, calculation methods based on the equation of state of the ideal gas
give rise to large error. In order to investigate the JT effect in high-pressure hydrogen flow process, the selection of a reasonable and
correct equation of state for the real gas is the most essential prerequisite for this study. In this paper, four cubic equations of state were
proposed to be used for numerical analysis [27–30].
RT a
VDW(Van Der Waals)：p = − (3)
V − b V2

RT a
RK(Redlich − Kwong)：p = − (4)
V − b T1.5 V(V + b)

RT a(T)
SRK(Soave − Redlich − Kwong)：p = − (5)
V − b V(V + b)

RT a(T)
PR(Peng − Robinson)：p = − (6)
V − b V(V + b) + b(V − b)
The parameters in the equation of state and the critical parameters for hydrogen are shown in Table 1

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J.-Q. Li et al. Case Studies in Thermal Engineering 41 (2023) 102678

Table 1
Parameters of cubic equations of state with compression factor [31,32].

Eq. a b e f A B

VDW 27R Tc 2 2 RTc 0 0 ap bp

64pc 8pc R 2 T2 RT
RK 0.42748R2 Tc 2.5 0.08664RTc 1 0 ap bp
pc Tc 2.5 8pc R2 T2.5 RT
SRK 0.42748R2 Tc 2 0.08664RT c 1 0 ap bp
2
[1 + m(1 − Tr 0.5 )] 8pc R 2 T2
pc RT
PR 0.42748R2 Tc 2 0.0778RTc 2 − 1 ap bp
[1 + k(1 − Tr 0.5 )]2 8pc R 2 T2
pc RT
H2 Tc = 33.19K pc = 1.32MPa Acentric factor: 0.215
m = 0.48 + 1.57ω − 0.176ω2 k = 0.37464 + 1.54226ω − 0.26992ω2

2.2. Compression factor

Although there is a wealth of research on compression factors, with a large amount of experimental data and empirical formulas,
there is relatively little research on calculating compression factors by theoretical methods. The general cubic equation of state can be
expressed as:
RT a
p= − (7)
v − b v2 + ebv + fb2
In this paper, the compression factor of the equation of state obtained with PV = ZmRT is as follows：
( )
Z 3 − (1 + B − eB)Z 2 + A + fB2 − eB − fB2 Z − AB − fB2 − fB3 = 0 (8)

2.3. Specific pressure heat capacity of actual hydrogen

The specific constant pressure heat capacity Cp of actual hydrogen is a function of both temperature and pressure and is composed
of the specific heat capacity Cp，ideal of the ideal gas and the residual specific heat capacity ΔCp . The equations for the residual specific
heat capacity ΔCp are respectively as follows [33].
R
VDM：ΔCp = RTV3
(9)
2a(V− b)
− 1

[ ]2
( ) T V−R b + T1.5 V(V+b)
0.5a
0.75a b
RK : ΔCp = 1.5 ln 1 + − R + RT a(2V+b)
(10)
bT V 2 − 0.5 2 2
(V− b) T V (V+b)

[ ]2
( ) da/dT
T V−R b + V(V+b)
Td2 a b
SRK : ΔCp = ln 1 + − R + RT (11)
bdT2 V 2 −
a(2V+b)
2 2
(V− b) V (V+b)

[ ]2
( √̅̅̅ ) da/dT
T V−R b + V(V+b)+b(V−
Td2 a V + 2b
(12)
b)
PR : ΔCp = √̅̅̅ ln √̅̅̅ − R + a(2V+b)
2 2bdT2 V− 2b RT
(V− b)2
− [V(V+b)+b(V− b)]2

Table 2 shows parameters of specific heat capacity of ideal gas at constant pressure. The formula for calculating the specific
pressure heat capacity of an ideal gas [34] is as follows:

Table 2
Parameters of specific heat capacity of ideal gas at constant pressure [31].

Gas C1 × 10− 5
C2 × 10− 5
C3 × 10− 5
C4 × 10− 5 C5 Tmin Tmax

Hydrogen 0.2762 0.0956 2.4660 0.0376 567.6 250K 1500K

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J.-Q. Li et al. Case Studies in Thermal Engineering 41 (2023) 102678

[C3 / ( )]2 [ / ( )]2

C1 + C2 sinh CT3 + C4 CT5 cosh CT5
Cp,ideal = T
(13)
1000

2.4. Joule-Thomson coefficient

By combining equations (1)–(8), the JT coefficient for hydrogen at different temperatures and pressures can be found for each
equation of state, and the JT numbers calculated by the RK equation are shown below.
( ) ( )/
a a ab
VDW： P + 2 (V − b) = RT⟶T = PV − Pb + − 2 R
V V V
( ) ( )/
∂T a 2ab
⟶ = P− 2 + 3 R (14)
∂V P V V

1 pbV3 − 2aV2 + 3abV

μJT = − (15)
CP PV3 − aV + 2ab
⎡ ⎤
R
+ a2 1
1 ⎢⎢ V− b 1 ⎥
⎥
(16)
V(V+b)T 2
RK : μJT = ⎢ a(2V+b)
− V⎥
CP ⎣ RT
− ⎦
(V− b)2 1
T 2 V 2 (V+b)2

⎡ ⎤

1 ⎢ RT 1
− V(V+b) da
T dT ⎥
⎢V− b ⎥
SRK：μJT = ⎢ − V⎥ (17)
CP ⎣ RT
(V− b)2
− Va(2V+b)
2 (V+b)2
⎦

⎡ ⎤

1 ⎢ ⎥
RT 1 da
⎢V− b − V(V+b)+b(V− b) T dT ⎥
PR： μJT = ⎢ RT 2a(2+b)
− V⎥ (18)
CP ⎣ 2 − 2
⎦
(V− b) [V(V+b)+b(V− b)]

Comparison of JT coefficients of four classical equations of state and NIST (National Institute of Standards and Technology) data
under different temperatures as shown in Fig. 2. The reason for the difference of the four state equations is the different theoretical
critical compression factor of the state equations. Fig. 2 is the comparison between the JT coefficient calculated by the equations of
state and the NIST data. The result shows that the RK equation can be used to calculate the JT coefficient of high pressure hydrogen in a
wide range of temperature and pressure.

Fig. 2. Comparison of JT coefficients of cubic equations of state under different temperatures.

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J.-Q. Li et al. Case Studies in Thermal Engineering 41 (2023) 102678

2.5. Calculation of temperature difference due to JT effect

When considering the Joule-Thomson effect for high pressure hydrogen flow, the passage of hydrogen through the valve class is
considered as an isoenthalpy throttling expansion process and only the temperature change due to the JT effect is considered.
∫ p2 ∫ p2 [ ( ) ]
1 ∂V
ΔTH = T2 − T1 = μJT dp = T − V dp (19)
p1 p1 Cp ∂T p
p

3. Computational analysis of the Joule-Thomson effect

The on-board hydrogen storage cylinder will have a temperature rise along with the increase of filling pressure. If the temperature
is too high, the material properties of the HSC will be damaged, leading to safety accidents. The Society of Automotive Engineers has
clearly stipulated in the technical standard SAE-J2579 for hydrogen storage cylinder that the hydrogen temperature in the cylinder
shall not be lower than 233.15K and not higher than 358.15K. Therefore, the pressure range of this study is 0.1 MPa–70MPa, and the
temperature range is 233.15–373.15K. The JT coefficient was calculated by the classical equations of state of RK.
The JT coefficient curves of high pressure hydrogen gas as shown in Fig. 3. At the same pressure, the throttle coefficient of hydrogen
decreases with the increase of temperature. The higher the temperature of hydrogen, the smaller the temperature rise after throttling.
At the same hydrogen temperature, the throttling coefficient decreases with the increase of pressure. The higher the pressure, the

Fig. 3. JT coefficient curves of high pressure hydrogen gas.

Fig. 4. High pressure reducing valve in the first cycle.

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J.-Q. Li et al. Case Studies in Thermal Engineering 41 (2023) 102678

Fig. 5. Buffer pressure reducing valve in the first cycle.

Fig. 6. High pressure reducing valve in the second cycle.

Fig. 7. Buffer pressure reducing valve in the second cycle.

smaller the temperature rise after throttling.

Taking the case provided in the literature [35]: the hydrogen circulation system is divided into two cycles, the first cycle is an
approximate vacuum state, filled with hydrogen inside the high-pressure hydrogen storage tank, the pressure is throttled from 50 MPa
to 20 MPa and filled with hydrogen inside the buffer tank that the pressure is throttled from 20 MPa to 10 MPa. The second cycle is with

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 J.-Q. Li et al.
Table 3
JT coefficient and compression factor of hydrogen passing the pressure reducing valve in the hydrogen storage cycle. (S1: Before decompression; S2: After decompression).

First cycle Second cycle

High pressure tank Buffer tank High pressure tank Buffer tank
8

S1 S2 S1 S2 S1 S2 S1 S2

μJT Z μJT Z μJT Z μJT Z μJT Z μJT Z μJT Z μJT Z

− 0.52 1.23 − 0.49 1.09 − 0.49 1.09 − 0.47 1.04 − 0.50 1.2 − 0.46 1.1 − 0.45 1.10 − 0.42 1.05

Case Studies in Thermal Engineering 41 (2023) 102678

J.-Q. Li et al. Case Studies in Thermal Engineering 41 (2023) 102678

certain initial parameters, the pressure throttling change is the same as the first cycle; using the numerical analysis method to study the
temperature change state of the high-pressure hydrogen pressure reducing valve.
Figs. 4–7 show that at the constant temperature before the valve, the hydrogen temperature rise increases with the increase of the
valve pressure. When the pressure is constant, the JT coefficient decreases with the increase of temperature. When the pressure is 50
MPa and the temperature increases from 367.9K to 426.4K, the JT coefficient decreases by 4%. When the temperature is constant, the
JT coefficient decreases with the increase of pressure. When the temperature is 358.15K and the pressure increases from 20 MPa to 50
MPa, the JT coefficient decreases by 11.2%. It can be seen that the hydrogen pressure has a greater effect on the temperature difference
than the hydrogen temperature. The actual hydrogen Joule-Thomson effect during fast charging can cause large temperature varia­
tions and should only be disregarded when the pressure is low. The Joule-Thomson value can be calculated by using the cubic equation
of state of RK from the pressure and temperature of the pressure reducing valve. Table 3 shows JT coefficient and compression factor of
hydrogen passing the pressure reducing valve in the hydrogen storage cycle.

4. Conclusion
In this study, the Joule-Thomson effect after a pressure reducing valve is performed, the different gas equations of state for solving
the Joule-Thomson coefficient is analyzed and the temperature difference of hydrogen at different temperatures and pressures due to
the JT effect in the pressure reducing valve is calculated numerically. The following conclusions can be drawn.
(1) The Joule-Thomson effect of the real gas can have an important effect on the throttling effect link of the high-pressure hydrogen
pressure reducing valve. The hydrogen gas flows through the pressure reducing valve, the temperature rises and thermal effects
occur.
(2) The Joule-Thomson effect of high pressure hydrogen gas is studied by using V-D-W, RK, SRK and PR state equations, and the
expression of the Joule-Thomson coefficient is derived.
(3) The Joule-Thomson coefficient of hydrogen decreases with the increase of temperature and pressure, and the range of variation
decreases gradually.
(4) Calculating of the temperature difference of hydrogen at different temperatures and pressures due to the JT effect in the
pressure reducing valve.
(5) The Joule-Thomson effect of high pressure hydrogen in a pressure reducing valve can cause large temperature changes, where
the high pressure hydrogen pressure has a greater effect on the temperature difference than the hydrogen temperature. The
temperature drop caused by the JT effect can be neglected when the pressure is small.

Author statement
Ji-Qiang Li School of Transportation No.186, Hongqi Road, Zhifu District, Yantai City, Shandong Province, 264025, China.

Declaration of competing interest

The authors declare that they have no known competing financial interests or personal relationships that could have appeared to
influence the work reported in this paper.

Data availability

Data will be made available on request.

Acknowledgment
This research was supported by Ludong University Talent Research Start-up Funding (No.20220035) and Yantai next generation
industrial robot and intelligent manufacturing engineering laboratory. We also thank Department of Mechanical Engineering, Hoseo
University for providing an academic license of PRO/II for simulation.

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Eng. 37 (2022), 102143.

Ji-Qiang Li, is currently a PhD at the laboratory for On-board Hydrogen Storage Cylinder Equipment, Ludong University, China. His research interests include ther­
modynamics, hydrogen energy system, and cycle analysis.

Prof. Jeong-Tae Kwon, is currently a professor and a PhD candidate supervisor at the laboratory for Two Phase Flow & Heat Transfer, Hoseo University, Korea. He
received his ph.D in 1999 from Pohang University of Science and Technology, Korea. His main research interests include refrigeration, heat transfer, sea water heat
exchanger, and hydrogen energy system.

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