Journal of Theoretical and Applied Mechanics, Sofia, 2011, vol. 41, No. 2, pp.

2136

REAL AND IDEAL GAS THERMODYNAMIC ANALYSIS

OF SINGLE RESERVOIR FILLING PROCESS OF
NATURAL GAS VEHICLE CYLINDERS
Mahmood Farzaneh-Gord
Department of Mechanical Engineering,
Shahrood Branch, Islamic Azad University, Shahrood, Iran,,
e-mail: mahmood.farzaneh@yahoo.co.uk

[Received 25 September 2009. Accepted 29 August 2011]

Abstract. The accurate modelling of the fast-fill dynamics occurring

in Compressed Natural Gas (CNG) fuelled vehicle storage cylinders is a
complex process and to date those dynamics have not been thoroughly
studied. In this paper, conversation of mass and real and ideal gas as-
sumptions based on first law of thermodynamics, a numerical method
has been developed to study fast filling process of natural gas vehicles
(NGV) cylinder. Thermodynamic properties table has been employed for
the case of a real gas model. A simple equation has been derived for the
case of ideal gas which could be solved analytically. The model has been
applied for a single reservoir tank. The results indicated that there is a
temperature rise in order 40 K or more for real gas and 80 K or more for
the case of ideal gas during charging process. The results also indicated
that ambient temperature has big effect on filling process and final NGV
cylinder conditions.
Key words: Compressed natural gas, CNG cylinder, fast filling process,
thermodynamic analysis.

1. Introduction
Compressed natural gas is used as a clean alternative to other auto-
mobile fuels such as gasoline (petrol) and diesel. The compressed natural gas
(CNG) fuelled vehicle storage cylinders encountered a rise in storage gas cylin-
der temperature (in the range of 40 K or more) during the fast filling due to
complex compression and mixing processes. This temperature rise reduces the
density of the gas in the cylinder, resulting in an under filled cylinder, relative
to its rated specification. The vehicle user will experience a reduced driving
22 Mahmood Farzaneh-Gord

range if this temperature rise is not compensated for in the fuelling station
dispenser, by transiently over-pressurizing the tank.
The on-board storage capacity of natural gas vehicles (NGVs) is a criti-
cal issue to the wide spread marketing of these alternate fuelled vehicles. CNG
is dispensed to an NGV through a process known as the fast fill process, since it
is completed in less than five minutes. During fast fill charging operations can
occur under-filling of NGV cylinders, at fuelling stations, at ambient tempera-
tures greater than 30 C. The resulting reduced driving range of the vehicle is a
serious obstacle which the gas industry is striving to overcome, without resort-
ing to unnecessarily high fuelling station pressures, or by applying extensive
over-pressurization of the cylinder during the fuelling operation. Undercharged
storage cylinders are a result of the elevated temperature which occurs in the
NGV storage cylinder, due to compression and other processes which have not,
to the authors knowledge, been studied, analyzed and documented to date.
There have been limited researches in the filed of current study in lit-
eratures. Kountz [1] was first who modelled fast filling process of natural gas
storage cylinder based on first law of thermodynamics. He developed a com-
puter program to model fast filling process for a single reservoir for real gas.
Kountz et al. [2-5] have developed a natural gas dispenser control algorithm
that insures complete filling of NGV cylinders under a fast fill scenario. The
researches are also under way to model fast filling of hydrogen-based fuelling
infrastructure including work of Liss and Richards [6] and Liss et al. [7]. New-
house and Liss [8] have studied fast filling of hydrogen cylinder using number
of experiments. They reported a high temperature increase in the cylinder
during the process.
A few experimental studies were also carried out to study fast filling
of natural gas cylinder including work of Thomas and Goulding [9] and Shiply
[10]. Shiply [10] concluded that ambient temperature change can have an
affect on the fast fill process. He also concluded that, the test cylinder was
under-filled every time it was rapidly recharged.
Farzaneh et al. [11] and [12] have also modelled fast filling process.
They developed a computer programme based on Peng-Robinson state equa-
tion and methane properties table for single reservoir. They investigated effects
of ambient temperature and initial cylinder pressure on final cylinder condi-
tions.
The number of natural gas fuel based vehicles in Iran growing rapidly
recently due to the government policy. Most of owners of those vehicles have
reported under-filling charge compared to rated conditions. A computer pro-
gramme has been developed to understand fast filling process and study effect
 Real and Ideal Gas Thermodynamic Analysis . . . 23

of ambient temperature, based on first law of thermodynamics, conversation

of mass and thermodynamics properties table of the gas in this study. This
enables us to study effects of various parameters on dynamics change in the
NGV cylinder. The fast fill process was assumed to be quasi-static process
and the natural gas presumed to be purely Methane for case of real gas model.
Ideal gas state equation has been employed for the case of ideal gas assumption
and Methane assumed as an ideal gas.

2. CNG Filling station

Figure 1 shows a typical CNG filling station. Gas from the distribution
pipeline, usually low pressure (< 0.4 MPa) or possibly medium pressure
(1.6 MPa), is compressed using a large multi-stage compressor into a cascade
storage system. This system is maintained at a pressure higher than that in
the vehicles on-board storage so that gas flows to the vehicle under differential
pressure. Typically, the cascade storage will operate in range of 20.5 MPa to
25.0 MPa, while the vehicles maximum onboard cylinder pressure is 20 MPa.
In order to make the utilization of the compressor and buffer storage more
efficient, fast fill CNG stations usually operate using a three-stage cascade
storage system.

Fig. 1. A schematic diagram of NGV Filling Station

3. Compressed natural gas cylinders

The natural gas cylinders have various design types based on materi-
als of construction used. Design types include Type 1, which are all-metal,
Type 2, which have a metal liner and hoop wrapped composite reinforcement,
Type 3, which have a metal liner and a full wrapped composite reinforcement,
and Type 4, which have a non-metallic liner and a full wrapped composite
24 Mahmood Farzaneh-Gord

reinforcement. Metal containers and liners are typically steel or aluminium.

Composite reinforcements are typically carbon or glass fibbers in an epoxy
resin matrix. CNG cylinders are designed for a specified nominal service pres-
sure at a specified temperature essentially a specified density (kg/m3) of fuel.
This will result in a given mass of natural gas stored in the fuel container. The
actual pressure in the fuel container will vary from the nominal service pres-
sure as the temperature of the fuel in the container varies. Fuelling stations
normally fill the cylinder up %125 of nominal service pressure to avoid under
charging but this highly depends to ambient temperature.
The common CNG cylinder type in Iran is Type 1. They have the
same inside diameter with various heights depending to their volume. Figure
2 shows dimensions of a typical CNG cylinder.

Fig. 2. Dimensions of a typical CNG cylinder

4. Chemical Compositions of Natural Gas

Natural gas composition (mixture) varies with location, climate and
other factors. The gas is refined before flowing into the pipe lines. Table 1
shows an experimental analysis of typical natural gas composition which flows
in Iran pipe lines according to the Khangiran refinery official website [13]. It
can be realised that the most of compositions occupied very low percentage
by knowing that Methane is occupied about 99% of the gas. For the sake of
simplicity it is assumed that Methane is the only substance in the Natural gas.
 Real and Ideal Gas Thermodynamic Analysis . . . 25
Table 1. Experimental analysis of natural gas composition the Khangiran refinery
(the Khangiran refinery official website) [13]
Component Chemical formula Experimental Analysis (mole Fraction %)
Carbon dioxide CO2 0.055
Nitrogen N2 0.428
Methane CH4 98.640
Ethane C2 H6 0.593
Propane C3 H8 0.065
Iso butane C4 H10 0.015
n-Butane C4 H10 0.034
Iso-Pentane C5 H12 0.026
+C6 +C6 0.125
Total = 100%

5. Mathematical modelling and Numerical procedure

5.1. Real gas
In this study to model the fast filling process and develop a mathemat-
ical method, the NGV on-board cylinder is considered as a thermodynamics
open system which goes through a quasi-steady process. Figure 3 shows a
schematic diagram of the thermodynamic model which has been employed. In
actual filling process, an orifice flow meter is employed for accounting purposes.
The diameter of current orifice flow meters is varied from 1 to 4 mm.

Fig. 3. A schematic diagram of the thermodynamic model

The mass conservation equation and first law of thermodynamics has

been applied to develop a numerical method to the cylinder to find 2 thermo-
dynamics properties. The mass conservation equation considering the onboard
NGV cylinder as a control volume and knowing it has only 1 inlet, may be
written as follow:
dmc
(1) =m
i
dt
In equation 1, m i is inlet mass flow rate and can be calculated by
considering an expansion through an orifice. Non-ideality could be modelled
26 Mahmood Farzaneh-Gord

by considering a discharge coefficient. Applying gas dynamics laws [15]:

(  "   1 #) 12
pc 1 2 pr pc
(2) m
i = Cd r Aorif ice ( ) 1
pr 1 r pr
 
pc 2 1
if
pr +1

  +1  
2 2(1) pc 2 1
(3) m
i = Cd pr r Aorif ice if > .
+1 pr +1

In equations 2, 3 Cd , are discharge coefficient of the orifice and isen-

tropic exponent, respectively. The subscript c and r stands for NGV in-cylinder
and reservoir properties.
The First law of thermodynamics for a control volume in general form
can be written as follow:

(4) Q cv +
X
i (hi + Vi2 /2 + gzi )
m
cv .
X
= m e (he + Ve2 /2 + gze ) + d/dt[m(u + V 2 /2 + gz)]cv + W

The work term is zero in the filling process and the change in potential
and kinetic energy can be neglected. Heat transfer through the cylinder walls
into environment can be neglected considering fast filling process time. The
equation 4 by applying the above assumptions, can be rewritten as follow:

(5) i (h + V 2 /2)i .
d(mu)cv /dt = m

The equation 5 considering stagnation enthalpy as hr = hi + Vi2 /2

which is actually equal to enthalpy of the reservoir tanks is now as follow
dmc duc
(6) uc + mc =m
i hr .
dt dt
The following equation combining equation 6 and 1 can be easily driven:
duc
(7) uc m
i + mc =m
i hr .
dt
In theory, it should be possible to calculate all thermodynamics prop-
erties by knowing two independent properties. The numerical procedure starts
 Real and Ideal Gas Thermodynamic Analysis . . . 27

by using equation 2 and 3 to calculate the inlet mass flow rate. The differential
equations 1 and 6 are solved using Rung-Kuta forth order method to obtain
internal energy (u) and mass (mc ) in the next time step. Specific volume (v)
can be calculated knowing total mass and volume of the cylinder. Now, other
thermodynamic properties can be calculated by knowing two independent ther-
modynamics properties (v, u), by employing Methane properties table provided
by National Institute of Standards and Technology website [14]. Solutions end
when the NGV cylinder pressure reaches a user-input pressure (20 MPa) level.
5.2. Ideal gas model
The governing equation could be much simplified for the case of assum-
ing ideal gas behaviour. Considering the following ideal gas assumptions:
PV
(8) u = cv T, h= cp T, m= ,
RT
and knowing that volume of the cylinder, specific heats, reservoir temperature
are constant, then equation 5 can be simplified as follow:

(9) d(mu)cv /dt = m

i hr d(P V /RT cv T )cv /dt
=m
i cp Tr Vcv cv /R d(Pcv )/dt = m
i cp Tr .

The following simple equation by replacing inlet mass flow rate from
equation 2 and 3, could be obtained:

(10) (Pc )/dt = m

i (R/Vcv )Tr =
 1    1
p c 2 p r p c 1 2

(R/Vcv )Tr Cd r Aorif ice ( )( ) 1 ( )
pr 1 r pr








 

pc 2 1
if


pr +1



= .
  +1
2

2(1)
(R/Vcv )Tr Cd pr r Aorif ice






+1



 
pc 2

1
if >



pr +1
To solve equation (10) analytically it would be a simple task. For
the real gas model, once in-cylinder pressure calculated using equation (10),
28 Mahmood Farzaneh-Gord

then equation (1) could be employed to find the in-cylinder mass. Finally, in-
cylinder temperature can be obtained by employing ideal gas state equation.

6. Results and discussion

In this study, the NGV on-board cylinder has been considered adiabatic
as a result, the characteristics of the orifice, will not affect on final in-cylinder
temperature. The orifice diameter and the cylinder volume were considered to
be 1 mm and 67 litres respectively. Initial temperature of NGV cylinder and
reservoir tanks is set to the ambient temperature to study the effect of ambient
temperature. The results have been presented here for single reservoir tank at
20.5 MPa.
Figures 4 and 5 show effects of initial in-cylinder pressure on dynamic
in-cylinder pressure and temperature profiles, respectively during filling process
which could describe the topping off of the vehicle cylinder for real gas model.
In early filling time as shown in Fig. 4, the cylinder gas temperature dips sig-
nificantly for an empty cylinder (Pi = 0.1 MPa), before rising to a final value
of about 350 K. It can be seen also that for other cases, the gas temperature
profile doesnt reduce during charging time and final temperature decreases as
the initial cylinder pressure gas increases. The reason for the dip in temper-
ature profile, in the early part of the filling of a nearly empty cylinder is a
result of the Joule-Thompson cooling effect, which the gas undergoes in the
isenthalpic expansion through the orifice, from the 20.5 MPa supply pressure
to the initially low 0.1 MPa in-cylinder pressure. This cold gas mixes with
and compresses the gas originally in the tank, with the result that the com-
bined mixed gas temperature initially reduces. The mixed gas temperature in
the cylinder begins to increase when the compression and conversion of supply
enthalpy energy to cylinder internal energy overcomes the Joule- Thompson
cooling effect, which becomes smaller as the cylinder pressure increases,. The
Joule-Thompson cooling effect is smaller and couldnt overcome the supply en-
thalpy conversion to cylinder internal energy if the initial gas pressure in the
cylinder is relatively high. In this case, the in-cylinder temperature is seen to
rise.
Figure 5 shows effects of initial in-cylinder pressure on dynamic in-
cylinder pressure for real gas model, as it can be seen as initial pressure in-
creases, filling time decreases. This is due the fact that, the cylinder encoun-
tered under-charged filling.
Figures 6 and 7 show effects of initial in-cylinder and reservoir tank
temperature on dynamic in-cylinder temperature profiles for real and ideal
 Real and Ideal Gas Thermodynamic Analysis . . . 29

Fig. 4. Effect of initial pressure on dynamic in-cylinder temperature profile for a real
gas model

Fig. 5. Effect of initial pressure on dynamic in-cylinder pressure profile for a real gas
model

gas model respectively, during filling process which could describe ambient
temperature effect.
Note, from Fig. 6, that the in-cylinder gas temperature dips during the
early stages of charging for all ambient temperature less than 320 K before
rising to a final value. The reason for the dip in temperature is described
above. There is no dip in the temperature profile for the case of Ti = 320, this
is due the fact that, at this conditions, the Joule-Thompson cooling effect is
not high enough to overcome enthalpy conversion.
Note form Fig. 7, that the in-cylinder gas temperature rises sharply
during early charging time and flattens after. As expected for ideal gas model,
there is no dip in temperature profile due the fact that Joule-Thompson cool-
ing effect is not present for ideal gases. Comparing Figs 6 and 7, it can be
30 Mahmood Farzaneh-Gord

Fig. 6. Effect of initial (ambient) temperature on dynamic temperature profile for

real gas model

Fig. 7. Effect of initial (ambient) temperature on dynamic temperature profile for

ideal gas model

realized that the temperature profiles are highly different and temperature rise
is much more for ideal gas model. So, it can be concluded that thermodynamic
properties of the gas has big effect on temperature profile.
Figures 8 and 9 show effects of initial in-cylinder and reservoir tank
temperature on dynamic in-cylinder pressure profiles for real and ideal gas
model, respectively. Effects of initial temperature are higher for case of real
gas model. Generally, there are similar trends in pressure profile for both cases.
Figure 10 shows effects of initial in-cylinder and reservoir temperature
on charging time and final in-cylinder temperature. As it can be seen, as initial
temperature increases, the final cylinder temperature increases and charging
time decreases. The final in-cylinder temperature for ideal gas model is much
higher than for real gas model. The charging time for real gas model is smaller
 Real and Ideal Gas Thermodynamic Analysis . . . 31

Fig. 8. Effect of initial (ambient) temperature on in-cylinder dynamic pressure

profile for real gas model

Fig. 9. Effect of initial (ambient) temperature on in-cylinder dynamic pressure

profile for ideal gas model

than for ideal gas case. So it can be concluded that the thermodynamic proper-
ties of the gas has big effect on charging time and final in-cylinder temperature.
Figure 11 shows in-cylinder temperature rise (difference between final
and initial in-cylinder temperature) during filling process. It can be seen that
for real gas model, temperature rise varies between 40K and 60K depends to
ambient temperature. Temperature rise is between 80K and 87K for ideal gas
cases. So it can be deduced, ambient condition has big effects on temperature
rise.
The cylinder fill ratio is defined as the charged cylinder mass divided
by the mass, which the cylinder could hold at the rating condition of 300 K
ambient temperature and a pressure of 200 bar (here 11.6 kg). This parameter
is directly related to the driving range of the NGV. Figure 12 shows how the
32 Mahmood Farzaneh-Gord

Fig. 10. Effect of initial (ambient) temperature on charging time and final cylinder
temperature

Fig. 11. Effect of initial (ambient) temperature on in-cylinder temperature rise

 Real and Ideal Gas Thermodynamic Analysis . . . 33

fill ratio varies with initial temperature (in NGV cylinder and the reservoir
tanks) which could describe effect of ambient temperature. It can be seen
as initial temperature increases fill ratio decreases. This means that driving
range of an NGV will be decreased for hot weather comparing to the colder
conditions. The same conclusion can be made by studying the effect of ambient
temperature on the final in-cylinder mass in the same figure. Note from the
figure, the final in-cylinder mass decreases as ambient temperature increases.
Note again from Fig. 12, the fill ratio and final in-cylinder mass are higher for
real gas compared with ideal one.

Fig. 12. Effect of initial (ambient) temperature on fill ratio and the amount of
charged gas

Figure 12 shows also the effects of the gas reservoir temperature. So, it
can be realized that by cooling the supply gas, if a practical and cost effective
way could be developed, the driving range of the NGV is expected to rise.

7. Conclusion
In this study a numerical method has been developed based on first
law of thermodynamics, conservation of mass and real and ideal gas assump-
tions to simulate fast filling process of NGV cylinder. For case of real gas
model, thermodynamic table of the methane has been employed. Based on the
34 Mahmood Farzaneh-Gord

method, a computer program has been built to study the effect of the ambient
temperature and initial NGV cylinder pressure. An expression has been de-
rived for ideal gas model, which could be analytically solved. The model has
been applied for single reservoir tank.
The results indicated that there is a temperature rise in order 40 K or
more for real gas and in order 80K or more for ideal gas model during charging
process. This would cause under-filled the NGV cylinder and reduce driving
range of the NGV. The results also indicated that ambient temperature has
big effect on filling process and final NGV cylinder conditions. As ambient
temperature rise, the fill ratio and amount of charged gas drop which cause
low driving range as a result, filling the NGV during night probably more
efficient than during the day, especially during summer.
Fill ratio and final in-cylinder mass which are highly different for real
and ideal gas model comparing the temperature profile, it can be concluded
that thermodynamic properties of the gas has big effect on final in-cylinder
conditions. So, ideal gas assumption may not be valid for fill process of NGV
cylinder. However, this model (ideal gas model) may be applicable for fill
process of hydrogen vehicles on-board cylinder.

REFERENCES

[1] Kountz, K. Modelling The Fast Fill Process in Natural Gas Vehicle Storage
Cylinders, American Chemical Society Paper at 207th National ACS Meeting,
March 1994.
[2] Kountz, K. J., C. F. Blazek. NGV Fuelling Station and Dispenser Control
Systems, report GRI-97/0398, Gas Research Institute, Chicago, Illinois, Novem-
ber 1997.
[3] Kountz, K., W. Liss, C. Blazek. Method and Apparatus For Dispensing
Compressed Natural Gas, U. S. Patent 5,752,552, May 19, 1998.
[4] Kountz, K., W. Liss, C. Blazek. Automated Process and System For Dis-
pensing Compressed Natural Gas, U.S. Patent 5,810,058, Sept. 22, 1998.
[5] Kountz, K., W. Liss, C. Blazek. A New Natural Gas Dispenser Control
System, Paper at 1998 International Gas Research Conference, San Diego, No-
vember 3, 1998, 135145.
[6] Liss, W. E., M. Richards. Development of a Natural Gas to Hydrogen Fu-
elling Station, Topical Report for U.S. DOE, GTI-02/0193, Sept., 2002.
 Real and Ideal Gas Thermodynamic Analysis . . . 35

[7] Liss, W. E., M. E. Richards, K. Kountz, K. Kriha. Modelling and Testing

of Fast-Fill Control Algorithms for Hydrogen Fuelling, 2003 National Hydrogen
Association Meeting, March, 2003.
[8] Newhouse, N. L., W. E. Liss. Fast Filling of NGV Fuel Containers, SAE
paper 1999-01-3739.
[9] Thomas, G., J. Goulding, C. Munteam. Measurement, Approval and Ver-
ification of CNG Dispensers, NWML KT11 Report, 2002.
[10] Shipley, E. Study of Natural Gas Vehicles (NGV) During the Fast Fills Process,
Thesis for Master of Science, 2002, College of Engineering and Mineral Resources
at West Virginia University.
[11] Farzaneh-Gord, M., H. Eftekhari, S. Hashemi, M. Magrebi, M. Do-
rafshan. The Effect of Initial Conditions on Filling Process of CNG Cylinders,
The second International conference on Modelling, Simulation, And Applied
Optimization, Abu Dhabi, UAE, March 2427 2007.
[12] Farzaneh-Gord, M. Compressed Natural Gas Single Reservoir Filling Process.
Gas international Engineering and Management, Vol. 48 (2008) Issue 6, 1618.
[13] Khangiran refinery official website,
http://khangiran.com/pages/Products.htm.
[14] National Institute of Standards and Technology website, available at
http://webbook.nist.gov/chemistry/fluid/.
[15] Oosthuizen, P. H., W. E Carscallen. Compressible Fluid Flow, McGraw-
Hill, 1997.

Nomenclature

A area (m2 )
Cd orifice discharge coefficient
c p , cv Constant pressure and volume specific heats (kj/kg K)
g gravitational acceleration (m/s2 )
h specific enthalpy (kj/kg)
m
mass flow rate (kg/s)
M molecular weight (kg/kmol)
P Pressure (Pa)
Q heat transfer rate (kW)
T temperature (K or C)
u internal energy (kj/kg)
36 Mahmood Farzaneh-Gord

v specific volume (m3 /kg)

V velocity (m/s)
W actual work (kj/kg )

W actual work rate (kW or MW)
z height (m)
all hydrocarbon compounds with more
C6+
than 5 carbon in their chemical formula
density (kg/m3 )
isentropic exponent

Subscript
c NGV cylinder
r reservoir tank
i initial or inlet condition