When flying a nosewheel Cessna, or most other nosewheel types, unless directed otherwise:
If you were to taxy down a runway at 10 knots with a strong crosswind with no tailwind component would you use full into wind aileron in a high wing aircraft.
Always, and for landing and takeoff as well.
Would you prefer to taxy down the same runway with flaps up
No, I usually taxi with some flaps extended in a 100 series Cessna, as it improves the downwash over the stabilizer, and makes the elevator more effective than no flaps. I prefer the more effective elevator, with which to keep the nose light. When I'm taxiing, it is not the final stage of a landing, for which I would have used full flaps.
Would you taxy down the same runway with the CC slightly forward of neutral.
Never, unless the conditions were a wailing tailwind. Were the wind that strong, and I was flying a 100 series Cessna, I would be really thinking hard about how badly I needed to fly (or taxi) at all.
why would you want to land at 50 kts and leave flaps down of keep the nosewheel off for longer than necessary
Simply preference, based upon experience. In Cessnas, the rather expensive nosewheel assembly, and in 172's in particular, the attachment to the firewall, is not quite as robust, or durable as some might wish. I have repaired quite a few of them (struts and firewalls). If the nosewheel is being held off, or light, it is very much less likely to be damaged. If conditions (meaning not a really strong tailwind) permit, I will certainly taxi a long backtrack holding the nosewheel completely off the runway. Agreed, that a strong or gusty wind will make this impossible, but you can still hold it light. When you start operating off rough runways, keeping weight off the nosewheel becomes even more vital. When operating off loose runways, propeller care makes it vital.
If nothing else is varied during taxiing a 172, simply holding the controls all the way back will bring the nose an inch or two higher. That's an extra inch or two of propeller clearance, and oleo stroke available.
I once had to taxi a 172 from the hangar, to the runway about 500 feet away, through a field which had been lightly plowed up (by mistake - forgot the plane was in the hangar). Two heavy guys in the back for ballast, 15 degrees of flap, lots of power. The nosewheel came right off, and I picked my way through at a walking pace, on the mains only. The plane did not seem to mind a bit.
Other than for a strong tailwind, the intensity of the wind would not otherwise affect my taxiing technique, or choice of flap position much. I will admit that I have never landed any aircraft in a direct 30 knot crosswind. I don't believe any aircraft I have flown has a demonstrated crosswind capability approaching that. That would be an aircraft which the design standards might suggest had a 150 knot stalling speed, and that's way out of my league!