DESC:FIELD OF THE INVENTION
This invention relates to a Generator for Floating Cranes. Specifically, the generator is an alternative to a preexisting diesel generator, using an alternative source of energy to generate power to operate the engines of Floating Crane.
BACKGROUND OF THE INVENTION
In a world facing ever-increasing environmental and financial challenges there exist a growing need for more fuel-efficient sea-going vessels. Many of these vessels are multipurpose, performing a wide variety of tasks. A flexible vessel configuration is required to maintain optimal energy efficiency regardless of operating mode.
Conventional diesel-mechanical and diesel-electric propulsion systems both have their advantages and disadvantages. Combining the best of both propulsion systems and making a hybrid propulsion system is already a reality. Hybrid propulsion systems are becoming increasingly popular when choosing propulsion systems for new vessels for saving fuel and reducing the emission of NOx, CO2, and other hazardous emissions.
Diesel engines present unique challenges relative to emissions including a need to simultaneously limit emissions to the environment of so-called criteria emissions including NOx, particulates, hydrocarbons, and CO, as well as limit other emissions including CO2 while also meeting performance requirements. Emissions standards typically require engine output to meet a defined schedule of output shaft torque and speed requirements which simulate a broad range of operating conditions encountered in real-world operation.
Diesel currently marketed in India is of two grades: High-Speed Diesel (HSD) and Light diesel oil (LDO). The former is a 100% distillate fuel while the latter is a blend of distillate fuel with a small proportion of residual fuel. HSD is normally used as a fuel for high-speed diesel engines operating above 750 rpm such as buses, lorries, generating sets, locomotives, pumping sets, etc. Gas turbines requiring distillate fuels normally make use of HSD as fuel. LDO is heavier than diesel oil and is mostly used in furnaces or for power generation. Furnace oil (FO) is another fuel known for power generation and is heavier than diesel oil like LDO. Furnace oil is a fraction obtained from petroleum distillation. LDO has a typical density of over 920 kg/M3 and FO has a typical density of over 970 kg/m3, while diesel has a lower density in the range of 845 kg/M3. Diesel is mainly used in a combustion engine.
Light diesel oil (LDO) & Furnace oil is the residual petroleum products and hydrocarbons. All the impurities and metal content of petroleum are concentrated in these products have many different industrial hitting applications.
LDO is a blend of distillate fuel with a small proportion of residual fuel. The average chemical formula for common diesel fuel is C12H23, ranging approximately from C10H20 to C15H28. LDO consists of the above structure with blends of vegetable oil or lipids. b. Furnace Oil: Furnace oil is a Dark, viscous residual fuel oil which is obtained by blending residual products from various refining processes with suitable diluents usually middle distillates to obtain the required fuel oil grades.
LDO, also known as “residual fuel oil”, is based on the high viscosity, tarlike mass, which remains after the distillation and subsequent cracking of crude oil to produce lighter hydrocarbon products, such as petrol, distillate diesel fuels, and heating oil or feedstock for lubricants.
The main components are alkanes, cycloalkanes, and different carbon hydrides. The boiling range is between 300°C and ~700°C. Due to its semifluid consistency, LDO has to be preheated to make it combustible in engines.
Light Diesel Oil is a type of diesel fuel that has flash point greater than 66 °C & is mainly used in stationary applications. LDO is a non–automotive diesel fuel used mainly in low RPM engines and Equipment. It has also been widely used in certain types of boilers and furnaces as basic fuel.
LDO is used in medium and slow speed diesel engines operating below 750 rpm employed in earth moving equipment, pump sets, power generation, marine engines, industrial application, heating purposes, etc. The LDO Marketed in India confirms to IS 1460:2000 and amendment No.2 April 2003 Specifications for LDO.
Furnace oil (FO) is one of the cheapest fuels available for industrial use. It is a by-product of petroleum refineries. While processing the CRUD Oil, FO is one of the products along with other petroleum fuels like HSD, Petrol etc. Typically it has a calorific value as 10000 cal/gm. The furnaces which are used mainly for heating or pre-heating a large quantity of metal, are the main users of FO. It is used primarily for steam boilers in power plants, aboard ships, and in industrial plants.
FO is a dark viscous residual fuel obtained by blending mainly heavier components from crude distillation unit. As per IS 1593:2018 specification, Furnace Oil is classified into four grades – LV, MV1, MV2 and HV. FO falls under the category of Class C, under PESO classification. FO is mainly used as a Fuel for slow-speed engines operating below 750 rpm for captive power generation.
Presently, an independent diesel engine generator is extensively used on a ship, which costs much light diesel each year. If we can make full use of the main motor of a ship to generate power via a shaft, then much energy and fare can be saved.
A floating crane is type of sea vessel that has a crane mounted on it. The earliest floating crane designs were no more than old ships converted to include a large crane mounted on the deck. Later, purpose built, catamaran and semi-submersible designs replaced these converted mono-hulls due mainly to increase lifting capacity and improved stability.
Floating Cranes are often used for constructing ports and bridges. They are useful for loading and unloading heavy items to and from ships. They are also used for transferring equipment from one vessel or platform to another, moving around equipment on the sea deck, and recovering or placing equipment on the seabed.
Floating cranes are mainly of two types i.e. Dumb Crane Barge and Self-propelled Crane barge. Floating cranes are used at anchorage and at ports where there is draught restriction to load/unload dry bulk cargo from a gearless vessel of various types such as Panamax, Cape, and Baby Cape vessels. All around the world Floating cranes operate on Diesel as fuel for its functioning.
OBJECTIVE OF THE INVENTION
Looking at the current scenario prevailing in India and the economic slowdown, competition and cost-effectiveness are two primary factors influencing business sustainability and development. To factor in these primary influences, bringing down/lowering the operational costs is of prime importance.
The objective of the invention is to utilize Fuel oil as an alternative to diesel as a source of energy to generate power to operate the engines Floating Crane. The term Fuel Oil for the explanation the present invention include both LDO and FO. It is the cheapest liquid and most easily available fuel.
This concept of using Fuel oil as an alternative source of energy to diesel is already known around the world. However, it is for the first time that this concept has been successfully implemented in the Diesel Generator of a Floating Crane.
SUMMARY OF THE INVENTION
In an exemplary embodiment of the invention the generator used is the classic L28/32H GenSet series which has a long, proven record for reliability and durability. It comprises in-line engines from 6 cylinders, offering a power range from 1050 to 1980 kW.
When the said engine is operated on LDO/FO (Fuel Oil), the sturdy engine structure and amply dimensioned running gear ensure a low level of mechanical stress. Moving parts were optimized for good running properties and low wear-rates. Also, the rigid engine structure gave a low deformation level. The lowest routine maintenance schedule was observed, up to 20,000 hours between overhauls.
The expected lubricating oil lifetime in operation is difficult to determine. The lubricating oil lifetime is depending on the fuel oil quality, the lubricating oil quality, the lubricating oil consumption, the lubricating oil cleaning equipment efficiency, and the engine operating conditions.
In said exemplary embodiment to evaluate the lubricating oil condition sample was drawn regularly at least once every three months or depending on the latest analysis result. The lubricating oil sample is drawn before the filter at the engine in operation. The lubricating oil sample was examined in an approved laboratory or the lubricating oil supplier's laboratory. The sample bottle use should be clean and dry, supplied with sufficient identification, and should be closed immediately after filling. A lubricating oil replacement or an extensive lubricating oil cleaning is required when the Diesel exchange criteria's have been reached.
In said exemplary embodiment diesel generator has been install with the below external components to convert in LDO/FO generator: a Main Tank; A plurality of Pump; A plurality of Pipeline; A plurality of Valve; Temperature Heater Rod; Temperature Gauge; A Settling Tank; A Purifier; A Service Tank; Pressure Gauge; Line Heater.
BRIEF DESCRIPTION OF DRAWINGS
Fig 1, illustrates, a block diagram of the novel fuel system according to the present invention implemented in diesel generator wherein the diesel generator works on a fuel oil (LDO/FO) instead of diesel.
Fig. 2, is a circuit diagram of a preferred embodiment of the novel fuel system implemented in the diesel generator according to the present invention.
Fig. 3 is a circuit diagram of a preferred embodiments of the novel fuel system located below the main deck according to the present invention.
Fig. 4 is a circuit diagram of a preferred embodiments of the novel fuel system located above the main deck according to the present invention.
DETAILED DESCRIPTION OF THE INVENTION
For the purposes of promoting an understanding of the principles of the invention, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, any alterations and further modifications in the illustrated embodiments, and any further applications of the principles of the embodiments illustrated therein as would normally occur to one skilled in the art to which the invention relates are contemplated herein.
In an exemplary embodiment of the invention the diesel generator used for the implementation of novel Fuel Oil system is the classic L28/32H GenSet series which has a long, proven record for reliability and durability. It comprises in-line engines from 6 cylinders, offering a power range from 1050 to 1980 kW.
The Technical Specifications of classic L28/32H GenSet series is described below:
(a) Cycle - 4 Stroke
(b) Number of Cylinder - 06
(c) Configuration - In Line
(d) Power Range - 1050-1320 kW
(e) Speed - 720/750 RPM
(f) Bore - 280 MM
(g) Stroke - 320 MM
(h) Stroke Bore Ratio - 1.14: 1
(i) Piston Area/ Cyl - 616 cm2
(j) Compression Ratio - 13.9: 1
(k) Air Temperature - 54 C
(l) Max Combustion
(m) Pressure - 130 Bar
(n) Air Flow Rate - 9391 Mtr3 / Hr
(o) Flywheel - 277 KG M2
(p) Alternator - B 20 Bearing Type, with Elastic Coupling
When the said diesel generator is operated on LDO, the sturdy engine structure and amply dimensioned running gear ensure a low level of mechanical stress. Moving parts were optimized for good running properties and low wear-rates. Also, the rigid engine structure gave a low deformation level. The lowest routine maintenance schedule was observed, up to 20,000 hours between overhauls.
The Properties of LDO herein called as Fuel oil used in the present invention has been described herein.
The water content of Fuel oil must not exceed 0.25 percent of volume. The flash point (the lowest temperature of ignition) is 66 °C. The viscosity of Fuel oil at 40 °C must be a minimum of 2.5 centistokes and a maximum of 15.7 centistokes.
Fuel oil is required to have a sulphur content of less than 1.5 percent by weight. Sediment levels must be below 0.1 percent by weight. Ash content must be less than 0.02 percent by weight. Fuel oil must contain less than 1.5 percent carbon residue.
The cetane number of Fuel oil is 45. This measure of combustion quality can be up to 100 but most premium diesels are around 60. A higher cetane number means the fuel is of higher quality.
The pour point is the lowest temperature that the fuel will flow. This quality is important for continued performance in the cold. The pour point for Fuel oil is 12 degrees Celsius from November to February and 21 degrees Celsius for the rest of the year.
The Properties of FO herein called as Fuel oil used in the present invention has been described herein.
The water content of Fuel oil must not exceed 0 percent of volume. The flash point (the lowest temperature of ignition) is 64-66 °C. The viscosity of Fuel oil at 40 °C must be between 180-190
Fuel oil is required to have a sulphur content of less than 0.5 percent by weight. Sediment levels must be below 0.1 percent by weight. Ash content must be less than 0.02 percent by weight.
For the present invention the diesel generator used for the implementation of novel Fuel Oil system to be operated on above said fuel oil should have at least a low speed in a range of 700-750 RPM. The implementation of the novel Fuel Oil system of the present invention is not limited to the diesel generator of floating crane can be implemented to any low speed diesel generator.
In an exemplary embodiment of the invention as styled in Fig. 2 the novel Fuel Oil system includes a main tank connected to plurality of pipelines acting as inlets and outlets along with plurality of valves below the main deck of floating crane. The main tank of novel Fuel Oil system holds a plurality of gauges, drip Tray and a pump.
It should be appreciated that this embodiment comprises of another tank herein called as Settling Tank which holds a sufficient storage capacity for fuel oil located above the main deck. The Settling tank is further connected to plurality of pipelines acting as inlets and outlets along with plurality of valves and plurality of heater rods. The Settling tank is linked to a purifier where purification of fuel oil takes place.
Further in this embodiment comprises of another tank herein called as Service Tank connected to plurality of pipelines acting as inlets and outlets along with plurality of valves. The service tank is equipped with plurality of temperature gauges and flow switch. The service tank is further connected to Main Diesel generator through a main pipe line comprises of plurality of valves, plurality of line heaters and pumps. The main pipeline also comprises of compound gauge and pressure gauge. The main Pipeline is linked to the main diesel generator implemented with duplex filter and line heater. The main diesel generator is linked back to service tank through a returning pipeline implemented with Non-Return valve. The returning pipeline consist of plurality of valves.
In an exemplary embodiment of the novel Fuel Oil system can encompass multiple diesel generator linked to the service tank through the Pipelines implemented with plurality of valves.
It should be appreciated that in an exemplary embodiment the novel Fuel Oil system has an establishment of a Bypass connection to main pipeline with changeover valve. The Bypass connection to main pipeline is for emergency use switch from Fuel Oil system to Diesel generator.
It should be appreciated in an exemplary embodiment the novel Fuel Oil system comprise of multiple drip tray connected to each tank and pump to collect the drain. Further each drip tray is linked to a dirty oil tank located below the main deck.
In an exemplary embodiment of the novel Fuel Oil system a dirty oil tank located below the main deck is linked to a bilge tank with a valve. The bilge tank located below the main deck proved cooling to the diesel generator.
Referring now to FIG. 2, a circuit diagram of a preferred embodiment of the novel Fuel oil system to be implemented in diesel generator according to the present invention is the layout for fuel oil system in which following arrangement shall be required for FO transfer and supply operation.
One storage main fuel oil tank having capacity 40 MT located below main deck. The main fuel oil tank is implemented with a high-level alarm (HLA) V5 and at least two spring loaded drain lock V9. Fuel oil from the main fuel oil tank is transferred through an outlet guarded by the valve V1 into the pipeline F01. The F01 is implemented with a Valve V2 and a strainer V3. Fuel oil from F01 travels through one electrically operated pump herein called as Fuel Oil Transfer pump 1. Besides the pump 1 lies a compound gauge V6 and a pressure gauge V7.
Fuel oil from pump 1 is transferred to a settling tank located above the main deck through Pipeline F02. The mouth of F02 is guarded by non-return valve (NRV) V8. The F02 discharge the fuel oil in the settling tank.
The settling tank is of the capacity 20MT having a HLA V5 and at least two spring loaded drain lock V9. The settling tank is equipped with 25 nos. Tank heater rods V17 to maintain the temperature of fuel oil at least 50°c. The temperature of the fuel oil is monitored through 2 nos. temperature gauge V18 attached to the settling tank.
The heater rods V17 will increase the temperature of fuel oil to 90°C- 95°C. The ideal temperature of fuel oil should be in range of 90°C- 95 °C for the better combustion process.
In the embodiment described the objective of the Settling tank is to store desired fuel oil. The capacity of settling tank is at least of 6.3 MT having at least 05nos Heater rod V17 in accordance with the invention to work.
Fuel oil from the settling tank is transferred through an outlet guarded by the valve V2 into the pipeline F04. F04 is connected to a purifier 4. From the settling tank the fuel oil passes through purifier 4 where purification of fuel oil takes place. After heat treatment of Line heaters V17 in the settling tank, fuel oil will move to the purifier 4 which stands to purify the fuel oil and remove the impurity. This purified fuel oil is of rating at least 1320 KVA.
Purified fuel oil is transferred through pipeline F05 to a service tank with capacity 12MT located above main deck equipped with at least three spring loaded drain lock V9, a HLA V5 and a low-level alarm (LLA) V4. The F05 discharge the fuel oil in the settling tank through an inlet guarded by valve V2. The temperature of the purified fuel oil is monitored through 2 nos. temperature gauge V18 attached to the service tank.
Purified fuel oil from the service tank is transferred through an outlet guarded by the valve V10 into the pipeline F06. The F06 is lined with changeover valve V11 and a valve V12. Purified fuel oil from F06 travels through one electrically operated gear pump herein called as supply pump 3. Besides the pump 3 lies a compound gauge V6 and a pressure gauge V7. The F06 discharge purified fuel oil further to F07 lined with NRV V13.The F07 supply to purified fuel oil to diesel generate.
In an embodiment described herein the provision for bypass connection to fuel oil supply pump be provided with changeover valve V11. V11 is standing to allow the system to operate on either Fuel oil or diesel. This type of alternative will help to work system under emergency or whenever required to switch from novel fuel oil system to regular diesel generator.
The F07 hold out to the Line Heater 5 guarded by valve V12 and V16 from both the sides. The purified fuel oil moves towards the line heaters 5 which further maintain the temperature of fuel oil. Through heater fuel oil will move towards the final filter assembly comprising of a duplex filter V14 and a valve V16. The purified fuel oil with at least 600C -800C temperature will move to feed pump 2 in combustion chamber of main diesel generator. Herein the Fuel oil is to be utilized by the diesel generator as an alternative to diesel as a source of energy to generate power to operate the engines of Floating Crane.
The feed pump 2 of the diesel generator is linked to service tank through a return pipeline F09 with a valve V15. The F09 discharge the fuel oil back in the settling tank through an inlet guarded by valve V16
In an embodiment described herein the provision for suitable drip tray arrangement is be provided to each tank, strainer and pump to collect drain from it. The pipeline D01 collect the drain from main tank to Dirty oil tank D07. The pipeline D02 collect the drain from transfer pump 1 to Dirty oil tank D07. The pipeline D03 collect the drain from settling tank to Dirty oil tank D07. The pipeline D04 collect the drain from purifier 4 to Dirty oil tank D07. The pipeline D05collect the drain from service tank to Dirty oil tank D07. The pipeline D06 collect the drain from supply pump 3 to Dirty oil tank D07. The D07 is further connected to a Bilge tank through an inlet lined by a valve V16. The bilge tank provides cooling to the diesel generator.
In the embodiment described herein the provision for multiple diesel generator linked to the service tank is discussed. The F07 is linked to a pipeline F012 lined with valve V16 which is further linked to combustion chamber of second diesel generator same as combustion chamber of main diesel generator. Similarly, a stand by pipeline F03 from main tank, a pipeline F10 from settling tank and a pipeline F03 from service tank is provided.
In the embodiment described above and illustrated in FIG. 2, the following components were utilized wherein the types of valves and the fittings used are shown below in the Table 1.

Table 1

In the embodiment described above and illustrated in FIG. 2, the following components were utilized wherein the equipment used are shown below in the table 2.

EQUIPMENT DESCRIPTION QTY SPECIFICATION
1 Transfer pump 1 5 m3/h @ 2 Bar Gear pump
2 Feed pump 1 1320 KVA
3 Supply pump 1 2 m3/hr @7-8 Bar
4 Purifier 1 207 Alfa Laval
5 Line Heater 1 600C-800C
Table 2
In the embodiment described herein the components and as illustrated in FIG. 2, the following components should have at least following specifications:
• All pipes to be ASTM a 53 Gr B SCH.40 solid drawn seamless steel having thickness as indicated in the list of pipes.
• All flanges to conform to din 2576, PN10 or equivalent.
• All drip oil trays to be LED to dirty oil tank.
• CI/GM means, cast iron body and gun metal trims, bronze can be used in place of G.M.
• All Valves are flanged type (DIN 2576) unless noted otherwise.
• Piping system shown are schematic and routing of pipes to be as per marine practice.
• Pressure testing Pipelines must be equivalent to 4.5 Bar.
• All quick closing valves are proved with remote closing arrangement from outside engine room.
• Fuel transfer pump are to be arranged for remote stopping from outside engine room.
• All valves and fitting are to be of marine type of the acceptance of class.
• Pipes are to be kept at lease 50mm clear of steelworks for access and painting with flange at least 25mm clear.
• Flexible hoses to be of approved fire tested type and provided that spare lengths, complete with couplings, are carried on board.
• Air pipes passing through tanks and on weather deck should be extra thick.
• Fillings pipes are to be led to the bottom of the tanks.
• Relief valve is to be provided to fuel pump discharging back to suction side.
• Settling and service tank should be equipped with level gauge. Sounding pipe should be provided to main tank with size 40NB.
According to the present invention the working principle of the present invention has been described in brief. The System operates on the lean- burn principle the mixture of air and gas in the cylinder has more air than is needed for complete combustion. Lean combustion reduces peak temperatures and therefore NOX emissions.
A lean burn mode is a way to reduce throttling losses. An engine in a typical vehicle is sized for providing the power desired for acceleration but must operate well below that point in normal steady-speed operation. Ordinarily, the power is cut by partially closing a throttle. However, the extra work done in pumping air through the throttle reduces efficiency. If the fuel/air ratio is reduced, then lower power can be achieved with the throttle closer to fully open, and the efficiency during normal driving (below the maximum torque capability of the engine) can be higher.
The engines designed for lean-burning can employ higher compression ratios and thus provide better performance, efficient fuel use and low exhaust hydrocarbon emissions than those found in conventional gasoline engines. Ultra-lean mixtures with very high air–fuel ratios can only be achieved by direct injection engines.
The main drawback of lean-burning is that a complex catalytic converter system is required to reduce NOx emissions. Lean-burn engines do not work well with modern 3- way catalytic converter which require a pollutant balance at the exhaust port so they can carry out oxidation and reduction reactions so most modern engines tend to cruise and coast down at or near the stoichiometric point.
In the embodiment described herein according to the present invention the combustion chamber of main diesel generator works on the 4- Strokes system comprising of:
Suction Stroke- In this stroke, the piston moves from the TDC (Top) to BDC (Bottom) which makes pressure difference in the combustion chamber. This leads to the intake of air. In contrast to this, the charge (fuel oil and air) is admitted.
Compression stroke- In this stage, the air inside the chamber is compressed by the movement of piston from BDC to TDC. At the end of the compression stroke, the fine droplets of fuel oil are sprayed inside the combustion chamber by the fuel injectors and the once the fuel oil attains the self-igniting temperature the combustion takes place.
Expansion Stroke (Power Stroke)-Once the combustion of fuel oil takes place, power stroke takes place. This stroke gives the power to the engine.
Exhaust stroke-This is the final cycle where the CO2, unburnt HC, NOx is eliminated through the tailpipe.
In the foregoing description, certain terms have been used for brevity, clearness and understanding; but no unnecessary limitations are to be implied therefrom beyond the requirements of the prior art, because such terms are used for descriptive purposes and are intended to be broadly construed. Moreover, the description and illustration of the inventions is by way of example, and the scope of the inventions is not limited to the exact details shown or described.
Although the foregoing detailed description of the present invention has been described by reference to an exemplary embodiment, and the best mode contemplated for carrying out the present invention has been shown and described, it will be understood that certain changes, modification or variations may be made in embodying the above invention, and in the construction thereof, other than those specifically set forth herein, may be achieved by those skilled in the art without departing from the spirit and scope of the invention, and that such changes, modification or variations are to be considered as being within the overall scope of the present invention. Therefore, it is contemplated to cover the present invention and any and all changes, modifications, variations, or equivalents that fall with in the true spirit and scope of the underlying principles disclosed and claimed herein. Consequently, the scope of the present invention is intended to be limited only by the attached claims, all matter contained in the above description and shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.
Having now described the features, discoveries and principles of the invention, the manner in which the invention is constructed and used, the characteristics of the construction, and advantageous, new and useful results obtained; the new and useful structures, devices, elements, arrangements, parts and combinations, are set forth in the appended claims.
It is also to be understood that the following claims are intended to cover all of the generic and specific features of the invention herein described, and all statements of the scope of the invention which, as a matter of language, might be said to fall there between.
,CLAIMS:We Claim:
1. A Fuel Oil system comprising:
a main tank unit with a plurality of pipelines along with a plurality of valves to store fuel oil;
a transfer pump;
a settling tank unit with a plurality of heater rods, a plurality of pipelines, along with a plurality of valves to heat and store fuel oil;
a purifier to purify fuel oil;
a service tank unit with a plurality of pipelines, along with a plurality of valves to transfer and collect purified fuel oil;
a supply pump to supply fuel oil to a diesel generator;
a plurality of line heaters;
a filter assembly;
a plurality of temperature gauges to monitor temperature of fuel oil throughout the said novel fuel oil system;
a plurality of pressure gauges to monitor pressure of fuel oil throughout the said novel fuel oil system;
a plurality of drip tray connected to each unit to collect the drain fuel oil;
a dirty oil tank connected to the plurality of drip tray to collect the drain fuel oil; and
a bilge tank connected to the dirty oil tank
to device a diesel generator using fuel oil as alternative source of energy.
2. The fuel oil system as claimed in claim 1, wherein the said main tank unit is employed with a high-level alarm and as a minimum of two drain lock;
wherein the said main tank is a minimum of capacity 40 MT.

3. The fuel oil system as claimed in claim 1, wherein the said main tank is linked to the plurality of pipelines and the outlets of the said main tank is secured by the valves;
wherein the said pipeline is implemented with a valve and a strainer.

4. The fuel oil system as claimed in claim 1, wherein fuel oil is transferred through the pipeline to the transfer pump;
wherein the transfer pump is electrically operated and lies in between a compound gauge and a pressure gauge.

5. The fuel oil system as claimed in claim 1, wherein the transfer pump is connected to the settling tank unit through a Pipeline;
wherein the opening of the said pipeline is guarded by a non-return valve.

6. The fuel oil system as claimed in claim 5, wherein the settling tank unit is employed with a high-level alarm; a minimum of two drain lock; a plurality of heater rods; a minimum of two temperature gauge.

7. The fuel oil system as claimed in claim 6, wherein the settling tank is of the capacity 6.3 MT to 20MT having heater rods in range of 5 to 25 in numbers to maintain the temperature of fuel oil in range of 50°C- 95°C.

8. The fuel oil system as claimed in claim 1, wherein fuel oil from the settling tank is transferred through an outlet guarded by a valve V2 into a pipeline;
wherein the said pipeline is connected to a purifier to remove the impurity and purify the fuel oil of rating at least 1320 KVA.

9. The fuel oil system as claimed in claim 8, wherein fuel oil from the said purifier is transferred through a pipeline guarded by a valve to a service tank unit equipped with a minimum of three spring loaded drain lock, a high-level alarm and a low-level alarm; and a minimum of two temperature gauge;
wherein the service tank is a minimum of capacity 12MT located.

10. The fuel oil system as claimed in claim 9, wherein fuel oil from the said service tank is transferred through an outlet guarded by a valve V10 into a pipeline;
wherein the said pipeline is lined with a changeover valve; a valve.

11. The fuel oil system as claimed in claim 10, wherein the said pipeline is connected to a supply pump wherein the said supply pump is electrically operated and lies in between a compound gauge and a pressure gauge.

12. The fuel oil system as claimed in claim 11, wherein fuel oil is transferred to a pipeline lined with a non-return valve and a line heater;
wherein the said line heater is guarded by a plurality of valves from both sides;
wherein the temperature of the fuel oil is in the range of 600C to 800C.

13. The fuel oil system as claimed in claim 12; wherein fuel oil from the said line heater move to a filter assembly comprising of a duplex filter and a valve.

14. The fuel oil system as claimed in claim 13, wherein the said filter assembly is connected to a feed pump in a combustion chamber of a diesel generator;
wherein the Fuel oil is to be utilized by the diesel generator as an alternative source of energy to generate power.

15. The fuel oil system as claimed in claim 14, wherein the said feed pump of the diesel generator is linked to the service tank through a return pipeline with a valve;
wherein the said return pipeline discharges the fuel oil back in the settling tank through an inlet guarded by a valve.

16. The fuel oil system as claimed in claim 1, wherein the said fuel oil system comprises of; a bypass connection to the said supply pump with a changeover valve;
wherein the said changeover valve allows the system to operate on either Fuel oil or diesel oil whenever required.

17. The fuel oil system as claimed in claim 1, wherein the said fuel oil system comprises of; a drip tray arrangement connected to all the said tank unit through a plurality of pipelines;
wherein the drip tray arrangement further connected to a Dirty oil tank to collect drain.

18. The fuel oil system as claimed in claim 17, wherein the said dirty oil tank is connected to a Bilge tank through an inlet lined by a valve;
wherein the bilge tank provides cooling to the said diesel generator.

19. The fuel oil system as claimed in claim 1, wherein the said fuel oil system comprises of; a multiple diesel generator linked to the said service tank.