Dynamic counterbalancing systems for elevators

Abstract

The present invention relates to a system employing dynamic mass regulation to optimize counterbalancing during operation. The system includes a CAR (10) assembly and a CW (20) assembly, each associated with a liquid containment arrangement, and a closed-loop fluid transfer mechanism controlled by a microprocessor-based Control Unit (50). Real-time load signals from the CAR (10) and CW (20) are processed to first establish a balanced mass condition corresponding to the instantaneous load, and thereafter selectively introduce a controlled mass bias based on a desired direction of travel. Instant fluid transfer is performed internally between the CAR (10) and the CW (20) through controlled actuation of submersible pumps P1 (12) and P2 (22) based on the load sensing signals CAR ADC (51) and CW ADC (52), without external intervention. This dynamic and direction-dependent mass equalization reduces energy consumption, improves operational efficiency, and enables adaptive response to variable loads during operation.

Description

FIELD OF THE INVENTION

[0001] The present invention relates broadly to the technical field of vertical transportation systems, commonly referred to as elevators or lifts. More particularly, it focuses on an innovative elevator mechanism that employs fluid-based weight transfer technology for dynamic counterbalancing. The invention is directed toward systems designed to optimize energy consumption and mechanical longevity by maintaining continuous load equilibrium through adaptive fluid management.BACKGROUND OF THE INVENTION

[0002] Conventional Elevator Systems and Associated Limitations -Elevator systems are essential components of modern infrastructure, enabling efficient vertical movement within commercial, residential, and industrial structures. Traditional elevator configurations rely on a foundational principle: the utilization of fixed counterweights. These systems typically comprise an elevator car, a counterweight (usually a fixed mass of metal), a traction motor, a gearbox, and a braking system. The fixed counterweight is designed to balance a predetermined portion of the elevator car's weight, facilitating movement by the motor and gearbox, while friction-based brakes are required for stopping and controlled deceleration.

[0003] While proven and widely adopted, conventional elevator technology suffers from several significant and inherent limitations:

[0004] 1. Suboptimal energy usage and high operational costs: Fixed counterweights fundamentally do not adapt to instantaneous changes in passenger or cargo load. This static configuration results in frequent and variable load imbalances. To move the elevator car when it is heavy (imbalanced) or light (imbalanced in the opposite direction), the traction motor must continuously expend substantial effort and energy to compensate for this imbalance. This reliance on motor power to overcome a dynamic load differential leads to increased power consumption and high operational and maintenance costs, challenging efforts toward sustainable and energy-efficient designs.

[0005] 2. Mechanical wear and reduced lifespan: The constant requirement for the motor and gearbox to compensate for significant, load imbalances places excessive stress onthe drive system components. Furthermore, the traditional reliance on friction-based braking systems for controlled stopping contributes significantly to mechanical wear and tear. This wear necessitates frequent and costly maintenance, ultimately reducing the operational lifespan and reliability of the system.

[0006] 3. Lack of real-time adaptability: Prior attempts to improve elevator efficiency, including utilizing variable counterweight systems based on load schedules or specialized materials, often lack real-time adaptability and fail to address the core problem of instantaneous load changes encountered during typical operation.

[0007] 4. Historical deficiencies: Early concepts involving fluids as a counterbalancing medium, such as the 19thcentury "Water-Balance Elevator," lacked the necessary technological maturity. These historical designs did not incorporate modem components essential for optimal performance, specifically real-time load sensing, programmable control systems, and advanced braking mechanisms.

[0008] 5. There is a critical and unmet need for a technologically advanced elevator system that combines the structural benefits of fluid-based counterbalancing with sophisticated real-time load management capabilities. Such a system is required to achieve sustained, maximum energy efficiency by operating continuously under balanced conditions, thereby significantly minimizing mechanical wear and advancing the sustainability of vertical transportation.SUMMARY OF THE INVENTION

[0009] The present invention introduces a calibrated system and method for achieving dynamic counterbalancing in elevator systems through the utilization of fluid-based weight transfer technology. This invention directly solves the problems of excessive energy consumption and mechanical strain associated with static counterweight systems by implementing a dynamic system capable of instantaneous and adaptive mass adjustment.

[0010] The fundamental operation of the invention relies on maintaining the mass of the lift car part substantially equal to the mass of the counterweight part throughout the entireservice process. This is accomplished through a sophisticated electronic control loop integrated with a physical fluid circulation mechanism:

[0011] 1. Real-time load sensing: The system incorporates weighing scales (pressure sensors) positioned on both the elevator car (CAR) and the counterweight assembly (CW). These sensors continuously detect changes in the load (passengers / cargo) and the fluid mass within the assemblies, transmitting corresponding electrical signals to the central controller.

[0012] 2. Adaptive weight distribution: A microprocessor-based control unit receives these real-time signals. Operating using specific control logic, this unit calculates the mass differential and regulates the precise transfer of the fluid counterbalancing medium (e.g., water). The fluid is transferred dynamically between the Car Ballast Tank (LT1) and the Counterweight Ballast Tank (LT2) with the help of submersible pumps associated with LT1 and LT2.

[0013] 3. Advanced braking system: The invention incorporates a non-traditional braking system which provides precise speed control and frictionless deceleration. This advanced mechanism enhances safety and reliability, particularly in high-speed applications, while effectively eliminating the wear and tear associated with conventional friction-based brakes.

[0014] By achieving real-time dynamic counterbalancing, the system yields substantial energy savings, reduced mechanical wear, and an elongated overall lifespan. Furthermore, the modular, fluid-based design eliminates the need for heavy fixed metal counterweights, gearboxes, and bulky motors, lowering installation and operational costs and aligning the technology with environmental sustainability goals.BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The following conceptual drawings and schematics are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure. Embodiments described herein relate generally to counterbalancing mechanisms used invertical transportation systems. More particularly, the present disclosure provides a dynamic counterbalancing system for an elevator arrangement in which the effective mass of an elevator car and an associated counterweight is selectively adjusted through controlled fluid transfer.

[0016] Figure 1 illustrates a schematic representation of dynamic counterbalancing system with closed-loop fluid transfer for an elevator car (CAR).

[0017] Figure 2 illustrates a schematic representation of mounting arrangement of limit switches for detecting operational limits, including slowing and terminal positions of the elevator car (CAR).DETAILED DESCRIPTION

[0018] The following provides a detailed description of various embodiments of the present disclosure with reference to the accompanying drawings. The embodiments are described in sufficient detail to clearly convey the principles and operation of the disclosure. However, the level of detail presented is not intended to limit the scope of the disclosure. On the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.

[0019] Referring to FIG. 1, a schematic representation of the dynamic counterbalancing system (100) is illustrated. The system (100) includes an elevator car (10), a counterweight (20), ballast tanks associated with the car and the counterweight, and a network of conduits configured to establish a closed-loop fluid transfer arrangement. The system further includes control components configured to regulate redistribution of the fluid medium between the ballast tanks during operation of the system.

[0020] Referring to FIG. 2, an additional schematic representation of the system (100) is illustrated showing positional control components associated with the elevator arrangement. In one embodiment, a plurality of limit switches (LIMIT- 1, LIMIT-2, LIMIT-3, LIMIT-4) may be positioned along a guide rail to detect positional conditions of the elevator car.

[0021] The present invention is a system that uses a fluid counterbalancing medium to achieve real-time, instantaneous mass equalization between the elevator car CAR (10) and the counterweight assembly CW (20).

[0022] 1. Mechanical and fluid containment structure - The physical design integrates fluid storage capability directly into the movable components of the system (100):

[0023] 1.1. Fluid containment assemblies: The system (100) replaces conventional metal counterweights with structures capable of housing a variable volume of fluid.• Elevator Car (CAR): The CAR (10) comprises of a Water Ballast Tank LT1 (11), the cabin and a Submersible Pump Pl (12) associated with the Water Ballast Tank LT1 (11). When the cabin primarily carries passengers or cargo, the LT1 (11) and the Submersible Pump Pl (12) allow for precise, bidirectional fluid transfer, enabling the desired movement of the CAR (10).• Counterweight Assembly (CW): The CW (20) comprises of the Water Ballast Tank LT2 (21) and a Submersible Pump (P2) (22) associated with the Water Ballast Tank LT2. The mass of the CW (20) is primarily regulated by precisely controlling the volume of fluid contained within LT2 (21) with the help of Submersible Pump P2 (22), enabling the desired movement of the CAR (10).• Traction System: The CAR (10) and CW (20) are coupled through a dragging system using ropes and pulleys, running over a main pulley and an auxiliary pulley.

[0024] 1.2. Fluid circulation mechanism: A robust, closed-loop fluid circuit between the CAR (10) and CW (20) is essential for enabling the dynamic weight transfer.• Fluid transfer arrangement: The system (100) including the Submersible Pumps Pl (12) and the Submersible Pump P2 (22) operatively positioned within the CAR Ballast Tank LT1 (11) and CW Ballast Tank LT2 (21) respectively, facilitate controlled fluid transfer between CAR Ballast Tank LT1 (11) and CW Ballast Tank LT2 (21). The CAR Ballast Tank LT1 (11) is connected to the CW Ballast Tank LT2 (21) via Upward Conduit UP1 (13) and Downward Conduit DN1 (14). The CW Ballast Tank LT2 (21) is connected tothe CAR Ballast Tank (11) via Upward Conduit UP2 (23) and Downward Conduit DN2 (24).The Control Unit (50) selectively activates the appropriate submersible pump (Pl or P2) to transfer fluid between the appropriate ballast tanks (LT1 or LT2) through the corresponding conduits (UP1, DN1, UP1 or UP2), depending on the required direction of movement and mass adjustment. When fluid is to be transferred from the CAR Ballast Tank LT1 (11) to the CW Ballast Tank LT2 (21), the Submersible Pump Pl (12) associated with CAR Ballast Tank LT1 (11) is activated, causing fluid to flow through UP1 (13) or DN1 (14). Alternatively, when fluid is to be transferred from CW Ballast Tank LT2 (21) to CAR Ballast Tank LT1 (11), the Submersible Pump P2 (22) associated with CW Ballast Tank LT2 (21) is activated, causing fluid to flow through UP2 (23) or DN2 (24). Such selective activation of the Submersible Pumps Pl (12) or P2 (22) depending upon the desired direction of movement of CAR (10) enables bidirectional fluid transfer for dynamic mass regulation of the elevator system.

[0025] 2. Electronic control and load sensing subsystem - The intelligence of the system, which allows for dynamic, real-time response, is housed in the electronic subsystem.

[0026] 2.1. Real-time load sensing: The physical state of the system (100) is continuously quantified by the load sensing components:• Car Load Sensing: Sensors are integrated with the CAR (10) to generate the CAR ADC signal (51). This CAR ADC signal (51) provides the continuous, analogue input representing the total instantaneous weight of the CAR (10). Analogue output from load cell hardware is fed as an input to the controller.• Counterweight Load Sensing: Sensors are integrated with the CW (20) to generate the CW ADC signal (52). This CW ADC signal (52) provides the continuous, analogue input representing the total instantaneous weight of the CW (20). Analogue output from load cell hardware is fed as an input to the controller.

[0027] 2.2. Microprocessor-based Control Unit: The system (100) includes a microprocessor-based Control Unit (50) serving as the central control element. The Control Unit (50) is configured to perform data acquisition, control computation and actuation management functions.• Input processing: The Control Unit (50) receives input CAR ADC signal (51) from the CAR (10) and CW ADC signal (52) from the CW (20) and directional and safety -related signals from limit switches (54).• Control logic: The Control Unit (50) continuously evaluates the load condition of the CAR (10) via the CAR ADC (51) and the CW (20) via the CW ADC (52) to determine a mass differential within the system (100). Based on this evaluation, the Control Unit (50) first assesses the mass differential, then regulates fluid transfer to establish a reference mass condition corresponding to the instantaneous load, and thereafter selectively controls fluid transfer to and from the CAR Ballast Tank LT1 (11) and CW Ballast Tank LT2 (21) to bias the mass distribution between the CAR (10) and the CW (20) in accordance with the desired direction of movement.

[0028] 3. Dynamic mass equalization methodology - The system’s (100) core functionality relates to controlled mass regulation between the CAR (10) and the CW (20) in order to enable controlled movement of the system (100). The system (100) does not operate under conditions of perfect equilibrium during motion; rather, equilibrium is used as a reference condition from which a deliberate mass differential is introduced to initiate and sustain movement in a desired direction. The Control Unit (50) continuously evaluates the load condition and regulates fluid transfer accordingly.

[0029] Initially, the system (100) is brought to a substantially balanced condition corresponding to the instantaneous load on CAR (10). Subsequently, an additional quantity of fluid is transferred to introduce a controlled imbalance in accordance with the intended direction of movement.a. Upward movement of CAR (10): When upward movement of the CAR (10) is required, the Control Unit (50) increases the effective mass of the CW (20) before releasing the brakes. To achieve this, the Control Unit (50) activates the Submersible Pump Pl (12) associated with the CAR Ballast Tank LT1 (11), thereby transferring fluid from CAR Ballast Tank LT1 (11) to the CW Ballast Tank LT2 (21) through the Conduits UP1 (13) and DN1 (14). Fluid transfer continues until a predefined threshold condition, corresponding to the required mass differential, is achieved. Once the required threshold is reached, the Control Unit (50) deactivates the Submersible Pump Pl (12) and releases the brakes to initiate smooth upward movement of the CAR (10). During movement, theControl Unit (50) may further activate the Submersible Pump P2 (22) associated with the CW Ballast Tank LT2 (21), as required, to maintain controlled operation. As the system (100) approaches a slowing limit, braking is progressively applied until the CAR (10) comes to rest at the desired level.b. Downward movement of CAR (10): When downward movement if the CAR (10) is required, the Control Unit (50) increases the effective mass of the CAR (10) before releasing the brakes. In this condition, the Control Unit (50) activates the Submersible Pump P2 (22) associated with the CW Ballast Tank LT2 (21), thereby transferring fluid from CW Ballast Tank LT2 (21) to CAR Ballast tank LT1 (11) through Conduits UP2 (23) and DN2 (24). Fluid transfer continues until the predefined threshold corresponding to the required mass differential is achieved. Upon reaching the threshold, the Control Unit (50) deactivates the Submersible Pump P2 (22) and releases the brakes to initiate smoot downward movement. During travel, controlled regulation of fluid may continue as required. As the system (100) reaches the slowing limit, the active submersible pump is deactivated and braking is progressively applied until the CAR (10) reaches its final position and comes to rest.c. Internal fluid transfer: In both scenarios, upward and downward movement of the CAR (10), fluid transfer is carried out internally between the CAR (10) and the CW (20). The Control Unit (50) regulates the opening and closing of the relevant submersible pumps pl (12) and P2 (22)) so that the fluid redistribution occurs solely within the system (100), thereby dynamically modifying the relative mass of the CAR (10) and the CW (20) to achieve controlled and desired motion.

[0030] 4. Braking Mechanism - To complement the reduced mechanical strain on the system, the invention utilizes a traditional braking mechanism that eliminates friction-based wear.• Frictionless deceleration: The system incorporates a braking system designed to provide precise speed control and frictionless deceleration. This eliminates the need for relying on friction pads or discs, significantly extending the lifespan of the braking components and enhancing safety.• Brake Components: The braking mechanism includes a plurality of brakes positioned strategically along the main drive shaft of the traction system. The brakes areelectronically managed by the Control Unit (50) and limit switches (54) to regulate speed and ensure controlled stopping without the introduction of mechanical friction.

[0031] 5. Specific Embodiments - The system (100) includes electronic and control components configured to enable controlled operation of the fluid transfer mechanism.

[0032] In one primary embodiment, the invention provides a dynamic counterbalancing system comprising CAR (10) and CW (20), each being mechanically coupled to a traction arrangement. ABallast Tank LT1 (11) is operatively associated with the CAR (10) and a Ballast Tank LT2 (21) is operatively associated with the CW (20). The system (100) further comprises a network of conduits i.e., UP1 (13) and DN1 (14) associated with the LT1 (11) and UP2 (23) and DN2 (24) associated with the LT2 (22), configured to form a closed-loop fluid transfer arrangement, and a Control Unit (50) operatively coupled to a load sensing arrangement associated with the CAR (10) and the CW (20).

[0033] The following embodiments describe the operational control and fluid transfer behaviour of the system (100) during operation.

[0034] In a further embodiment, the Control Unit (50) is configured to receive load signal CAR ADC (51) corresponding to the real-time load condition of the CAR (10) and CW ADC (52) corresponding to the real-time load condition of the CW (20). Load sensing signals are digitized through CAR ADC (51) and CW ADC (52) and provided to the Control Unit (50). The Control Unit (50) determines a mass differential between them, and accordingly regulates operation of the submersible pump Pl (12) associated with LT1 (11) and submersible pump P2 (22) associated with LT2 (21) to transfer fluid within the closed-loop fluid transfer arrangement. The Control Unit (50) initially establishes a substantially balanced mass condition between the CAR (10) and the CW (20) corresponding to the detected load condition, and thereafter selectively biases the mass distribution between the CAR (10) and the CW (20) based on a desired direction of movement of the CAR (10).

[0035] In a further embodiment, when upward movement of the CAR (10) is desired, the Control Unit (50) selectively actuates the fluid transfer arrangement to increase mass on the CW (20), and when downward movement of the CAR (10) is desired, the Control Unit (50)selectively actuates the fluid transfer arrangement to increase mass on the CAR (10), while maintaining overall mass balance within a predefined tolerance range.

[0036] In a further embodiment, selective transfer of the fluid medium is achieved by controlled actuation of specific conduits i.e., UP1 (13) and DN1 (14) associated with the LT1 (11), and UP2 (23) and DN2 (24) associated with the LT2 (21) and associated submersible pumps Pl (12) and P2 (22) within the closed-loop fluid transfer arrangement, such that fluid flow direction and volume are dynamically controlled without external addition or removal of the fluid medium during normal operation.

[0037] In the same further embodiment, conduits UP1 (13), DN1 (14), UP2 (23), DN2 (24)„ together with the associated submersible pumps Pl (12) and P2 (22), collectively define a fluid transfer arrangement configured to selectively establish multiple discrete fluid flow paths between the Ballast Tank LT1 (11) associated with the CAR (10) and the Ballast Tank LT2 (21) associated with the CW (20) , such that fluid transfer is performed in a closed-loop manner under control of the Control Unit (50).

[0038] In a further embodiment, the system (100) includes one or more load sensing signals i.e., CAR ADC (51) and CW ADC (52) configured to detect abnormal fluid level, pressure, or flow conditions within the LT1 (11) and LT2 (21), conduits UP1 (13), DN1 (14), UP2 (23), DN2 (24). Upon detection of such abnormal conditions, the Control Unit (50) is configured to modify, suspend, or terminate fluid transfer operations along with the application of braking system to maintain safe operation of the system (100).

[0039] In a further embodiment, the system (100) further comprises a plurality of limit switches i.e., LIMIT-1, LIMIT-2, LIMIT-3, LIMIT-4 (54) positioned along a guide rail associated with the CAR (10). The limit switches (54) are configured to detect positional conditions of the CAR (10) including lower terminal position, lower slowing limit, upper slowing limit, and upper terminal position during operation of the system (100). Signals generated by the limit switches are provided to the Control Unit (50), which is configured to coordinate operation of the fluid transfer arrangement and associated braking mechanism based on the detected positional conditions, thereby enabling controlled deceleration and safe stopping of the CAR (10) at desired positions.

[0040] 6. Operational Advantages and Sustainability - The fluid-based weight transfer system provides distinct advantages over conventional fixed counterweight designs:• Optimal energy efficiency: In the present invention, mass adjustment is achieved through controlled transfer of fluid between ballast tanks using submersible pumps, without reliance on a conventional motor-driven balancing arrangement. Consequently, energy consumption is limited primarily to the pumping operations required for fluid transfer, resulting in inherently lower energy usage compared to systems that require continuous motor-driven compensation for load imbalance.• Reduced wear and maintenance: By regulating mass distribution through controlled fluid transfer between the ballast tanks, the present invention minimizes mechanical strain associated with load imbalance during elevator operation. This controlled balancing mechanism reduces stress on system components, thereby lowering wear and tear, improving operational reliability, and reducing long-term maintenance requirements.• Material efficiency and structural benefits: The use of a fluid medium as the counterbalancing element reduces the dependence on heavy solid-metal counterweights typically used in elevator construction. This reduction in mass can lower the structural load on the hoistway and supporting framework, simplify transportation and installation, and reduce the overall raw material requirement associated with conventional counterweight systems. These material and structural efficiencies contribute to a more resource-efficient and adaptable elevator design.

[0041] 7. List of Reference Numerals and EmbodimentsSystem - 100Elevator Car (CAR) - 10Counterweight Assembly (CW) - 20Ballast Tank associated with CAR (LT1) - 11Ballast Tank associated with CW (LT2) - 21Submersible pump associated with LT 1 - 12Submersible pump associated with LT2 - 22Conduits associated with LT1 (UP1 and DW1) - 13 and 14Conduits associated with LT2 (UP2 and DW2) - 23 and 24 Load sending signal associated with CAR (CAR ADC) - 51 Load sending signal associated with CW (CW ADC) - 52 Control Unit - 50Limit switches - 54

Claims

STATEMENT OF CLAIMSI CLAIM:

1. A dynamic counterbalancing system (100) comprising:a. an elevator car CAR (10) and a counterweight assembly CW (20);b. a ballast tank LT1 (11) associated with the CAR (10) and a ballast tank LT2 (21) associated with the CW (20), each configured to hold fluid counterbalancing medium; c. a load sensing arrangement configured to generate load sensing signals CAR ADC (51) indicative of the real-time load condition of the CAR (10) and CW ADC (52) indicative of real-time load condition of the CW (20);d. a closed fluid transfer arrangement comprising a network of submersible pump Pl (12) associated with LT1 (11), submersible pump P2 (22) associated with LT2 (21), conduits UP1 (13), DN1 (14) associated with submersible pump Pl (12) and UP2 (23), DN2 (24) associated with submersible pump P2 (22), the fluid transfer arrangement being configured to selectively transfer the fluid between CAR ballast tank LT1 (11), CW ballast tank LT2 (21) ; ande. a Control Unit (50) operatively coupled to the load sensing arrangement and the fluid transfer arrangement.wherein;the Controlled Unit (50) is configured to:i. determine a mass differential between the CAR (10) and the CW (20) based on the load condition;ii. regulate fluid transfer to establish a substantially balanced mass condition corresponding to the load condition; andiii. selectively bias the mass distribution between the CAR (10) and the CW (20) by controlled fluid transfer, based on a desired direction of movement of the CAR (10), such that dynamic counterbalancing is achieved during operation of the system (100).

2. The system of Claim 1, wherein the selective biasing comprises increasing mass on the CW (20) when the CAR (10) is to move upward and increasing mass on the CAR (10) when the CAR (10) is to move downward.

3. The system of Claim 1, wherein the controlled fluid transfer occurs internally between LT1 (11) and LT2 (12) without external addition or removal of the fluid counterbalancing medium during normal operation.

4. The system of Claim 1, wherein the Control Unit (50) regulates the fluid transfer by controlling at least a duration of actuation of the submersible pumps Pl (12) and P2 (22) as a function of the determined mass differential.

5. The system of Claim 1, wherein the Control Unit (50) receives load sensing signals CAR ADC (51) and CW ADC (52) and initiates selective biasing based on detected load conditions.

6. The system of Claim 1, wherein the Control Unit (50) is configured to maintain the balanced mass condition within a predefined tolerance range and to regulate selective biasing within the tolerance range, while controlling operation of the system based on signals received from one or more limit switches (54).

7. The system of Claim 1, wherein a plurality of limit switches (54) are positioned along a guide rail to detect slowing and terminal positions of the CAR (10).

8. The system of Claim 1, further comprising a braking arrangement associated with a main pulley, wherein the Control Unit (50) is configured to coordinate fluid transfer operations with selective braking to avoid interference with deceleration or stopping of the system.

9. The system of Claim 1, wherein the Control Unit (50) comprises a programmable embedded controller configured to execute stored instructions to perform the determining, regulation and biasing operations.

10. The system of Claim 1, wherein the plurality of conduits UP1 (13), DN1 (14), UP2 (23), DN2 (24) comprises distinct upward and downward flow paths associated with the CAR (10) and the CW (20), the flow paths being selectively enabled by actuation of corresponding submersible pumps Pl (12) and P2 (22).

11. The system of Claim 10, wherein the conduits UP1 (13) and DN1 (14) are coupled with the LT1 (11) associated with the CAR (10), and the conduits UP2 (23) and DN2 (24) are coupled with the LT2 (21) associated with the CW (20).

12. The system of Claim 10, wherein the Control Unit (50) is configured such that:actuation of the submersible pump Pl (12) associated with CAR ballast tank LT1 (11) establishes a fluid transfer path from CAR ballast tank LT1 (11) toward CW ballast tank LT2 (21)1 through conduits UP1 (13) and DN1 (14) associated with LT1 (11); and actuation of the submersible pump P2 (22) associated with CW ballast tank LT2 (21) establishes a fluid transfer path from CW ballast tank LT2 (22) toward the CAR ballast tank LT1 (11) through conduits UP2 (23) and DN2 (24) associated with LT2 (21).

13. The system of Claim 12, wherein the Control Unit (50) is configured to actuate the submersible pumps (70) in mutually exclusive combinations to prevent simultaneous opposing fluid flows and to maintain closed-loop operation during movement.

14. The system of Claim 1, wherein the fluid transfer arrangement is configured such that the direction, duration, and sequence of submersible pumps Pl (12) and P2 (22) actuation collectively define a controllable fluid transfer profile corresponding to the determined mass differential and desired direction of movement.

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