AUTOMATIC DOCKING SYSTEM

Abstract

A programmed control uses distance sensor information to activate thrusters to move a vessel sideways up to a set distance away from a dock and maintain that distance automatically with no human intervention. At close distances a single propeller is used guided by a high bandwidth radar sensor.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

Not Applicable.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not Applicable.

THE NAMES OF THE PARTIES TO A JOINT RESEARCH OR DEVELOPMENT

Not Applicable.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to ship collision avoidance systems and particularly to an automatic docking system which comprises a plurality of sensors which detect the distance between the dock and the vessel, the distance information provides feedback to data processors for the thrusters to drive the vessel sideways toward the dock at an appropriate speed and stop when the desired distance from the dock is reached and maintain the distance maintained.

2. Description of Related Art Including Information Disclosed Under 37 CFR 1.97 and 1.98

Docking operations of large vessels is a precision operation which may cause damage to the vessel and/or the dock if not strictly carried out. Maintaining the final position of the vessel normally requires the aid of multiple ropes and buffers. Dangerous weather conditions such as wind, currents and darkness, normally increase the risk associated with the docking operation. The docking operation normally requires a skilled pilot and many deck hands to assist with docking The larger the vessel, the greater the risk and the greater the need for skill and extra deck hands. The prior art does not adequately solve all the inherent and sometimes extraordinary problems associated with docking a vessel.

U.S. Pat. No. 6,677,889, issued Jan. 13, 2004 to Van Rees et al, provides an auto-docking system that can automatically dock a ship. The auto-docking system provides a close in radar system and a secondary propulsion system that is under control of a docking processor.

U.S. Pat. No. 7,021,231, issued Apr. 4, 2006 to Smart, is for a system configured to auto pilot and dock automatically a vessel, the system comprising: one or more laser or ultrasonic distance detectors: at least one extendable arm, the arm including attachment elements located at a far end thereof; and a control system configured to activate the arm and attachment elements to link with a dockside. The invention provides a method and system for auto piloting and docking automatically a vessel.

U.S. Pat. No. 6,978,729, issued Dec. 27, 2005 to Bertetti et al, claims a control system for boats. A boat has installed therein a primary propulsion system to produce a thrust at least in the longitudinal direction, manual controls for controlling the primary propulsion system, a transverse propulsion system for producing a transverse thrust, and a joystick control for controlling the primary and transverse propulsion systems for navigation at slow speed or in docking maneuvers. An electronic control unit controls the propulsion systems and receives information on the instantaneous speed of the boat and on the instantaneous distance between the boat and an obstacle such as the coast, the bottom or floating or half-submerged bodies. The electronic unit is so arranged that when the boat is located at a distance from an obstacle less than a predetermined distance it controls the propulsion systems to reduce the speed of the boat to below a predetermined limit, disables the manual controls of the primary propulsion system and enables the joystick control.

U.S. Pat. No. 7,561,886, issued Jul. 14, 2009 to Gonring et al, indicates a method by which a position of a marine vessel can be determined relative to a stationary object, such as a dock. Two position sensors are attached to a marine vessel and a microprocessor, onboard the marine vessel, computes various distances and angular relationships between the position sensors on the marine vessel and stationary transponders attached to the fixed device, such as a dock. The various dimensions and angular relationships allow a complete determination regarding the location and attitude of a marine vessel relative to the dock. This information can then be used by a maneuvering program to cause the marine vessel to be berthed at a position proximate the dock.

U.S. Patent Application #20080289558, published Nov. 27, 2008 by Montgomery, describes a laser radar based profile scanner for locating a target zone on a profile of a vessel comprising an emitter adapted to progressively or instantaneously radiate towards the vessel; a receiver providing a signal indicative of radiation incident thereon; a controller or processor including stored instructions, for energizing the emitter and receiving the signal, and adapted to determine the vertical location of the target zone relative to scanner.

U.S. Patent Application #20080033603, published Feb. 7, 2008 by Gensler et al, claims a system for automatically bringing a motor vehicle into a target position, having a sensor system and an analyzing unit for determining the position of the motor vehicle relative to the target position as well as devices for planning a collision-free drive from the current position to the target position, and devices for implementing the planned drive, a first part of the sensor system is arranged at or in the motor vehicle, and a second part of the sensor system is arranged in a stationary manner in a defined position close to the target position. It is mentioned that the invention may be used for the automatic docking of a ship can be implemented a defined position and location with respect to a quay wall.

U.S. Pat. No. 6,707,414, issued Mar. 16, 2004 to Van Rees et al, concerns a docking information system disposed on a ship which provides navigational information to the operator of the ship. The system includes a short range radar system and a display to provide a range between the ship and a dock or an obstacle and, optionally, a relative velocity between the ship and the dock or the obstacle.

U.S. Pat. No. 7,315,274, issued Jan. 1, 2008 to Fossum, puts forth a method for determining the relative position between two or more objects in a marine environment, including waterways, of which at least one object can be maneuvered relative to one or more other objects. At least one interrogator is arranged on one or more of the objects and sends a radio wave signal to at least one transponder arranged on one or more of the other objects. The novel method is the use of a FMCW radar in the interrogator, the use of the transponders for including identity tags into the signals to be reflected to the interrogator, and attitude determination. A system for this determination is also described.

U.S. Pat. No. 7,389,735, issued Jun. 24, 2008 to Kaji et al, discloses an apparatus for supporting docking of a marine vessel which includes a distance measuring unit that measures a distance between the marine vessel and a candidate docking site, a distance measurement controlling unit which controls the distance measuring unit to measure distances between the marine vessel and at least three measurement points defined around the candidate docking site, a configuration evaluating unit which evaluates the configuration of the candidate docking site based on the distances between the marine vessel and the at least three measurement points, and a docking suitability judging unit which judges, based on the result of the evaluation, whether or not the candidate docking site is suitable for docking of the marine vessel.

U.S. Pat. No. 6,995,662, issued Feb. 7, 2006 to Wortsmith, describes a vehicle positioning apparatus which is adaptable for the guidance of a vehicle into a limited space, such as in the case of a boat approaching a dock, slip, or trailer. The vehicle includes two emitters, producing two images reflected to the operator of the vehicle. The emitters are spaced from each other in such a manner that the operator may determine direction, orientation, and other critical parameters of the vehicle during approach to the limited space by viewing of the reflected images. Targets may be employed to enhance the image seen by the operator.

U.S. Pat. No. 5,274,378, issued Dec. 28, 1993 to O'Conner, is for a relative velocity indicator system for assistance in the docking of vessels uses a radar sensor providing a relative velocity signal indicative of the relative velocity between a ship and a reference, such as a dock. A wireless transmitter associated with the radar sensor receives said relative velocity signal and transmits a signal indicative of said relative velocity signal. A portable receiver and indicator unit carried by the captain of the vessel has a receiver for receiving the transmitted signal and an indicator arranged to receive, from said receiver, a receiver signal indicative of the transmitted signal and, thereby, of the relative velocity signal for indicating the relative velocity between ship and reference.

U.S. Pat. No. 5,432,515, issued Jul. 11, 1995 to O'Conner, provides a docking information system for assistance in the docking of vessels which uses sensors providing information indicative of the relationship between a ship and a reference, such as a dock, a coast line, a river bank, docks, bends and docking areas. A computer coordinates the information. A wireless transmitter associated with the computer transmits signals indicative of the information. A portable receiver and indicator carried by the captain of the vessel has a receiver for receiving the transmitted signals and an indicator screen to display the information. The remote receivers also include fixed monitors on the ship and on shore, and telephones on the ship which communicate with the computer and into the telephone link with shore-based communications.

U.S. Pat. No. 3,690,767, issued Sep. 12, 1972 to Missio et al, illustrates a docking system for large ocean-going vessels, which comprises a laser pulse range radar system having a laser transmitter and receiver, a retroreflector, and receiving and transmitting optics. Two such systems are disposed on a dock. The retroreflectors are disposed on the bow and stern of a vessel. The laser systems share a time interval meter, a computer, and a display panel. The lasers track the retroreflectors as the ship approaches the dock, and the time interval between the transmitted and received pulses is measured. Computations are made and the velocity of the approaching vessel, its distance from the dock, and the vessel position with reference to the dock are continually displayed. This information is then transmitted to the ship's captain.

Two U.S. Pat. Nos. 6,064,330 issued May 16, 2000 and No. 5,781,147 issued Jul. 14, 1998 to Elliott et al, show a fog piercing apparatus and method for accurately determining a target distance in adverse weather conditions utilizing both LASER and RADAR. The radar signals are used to determine an approximate range which is then used as a gating window for the determination of which laser reflection is from the actual target as opposed to a reflection from the atmospheric interference. The method basically comprises the steps of initiating a radar pulse in the direction of a target and receiving a reflection, transmitting a laser signal and receiving a plurality of reflections, determining an approximate range based on the radar signals, and using this approximate range to ascertain which of the laser reflections is from the target. This determination is preferably made by generating a gating signal and gate width from the radar signals and passing the set of laser range signals through the gate to eliminate the false signals and select the signal that survives the gate as the accurate target range.

U.S. Pat. No. 4,510,496, issued Apr. 9, 1985 to Ross, claims a docking system for positioning a vehicle relative to a selective location which employs a baseband communication link between the vehicle and the selected location. Transmitters located at specific points at the selective location are activated upon command from the docking vehicle and synchronized with reference signals radiated therefrom. Time delays between the arrival of each signal radiated by the transmitter and the initiation of a reference signal are determined to establish measures to the different points at the selected location. These measures are then processed to provide relative positioning information.

U.S. Pat. No. 4,216,538, issued Aug. 5, 1980 to Tomlinson et al, describes a navigation aid for determining berthing data which comprises distance detecting units embodying sonar transducers which are spaced apart along the length of a jetty a short distance behind the berthing line. The units are operative to provide signals indicative of the distance from the berthing line of correspondingly spaced sections of the ship, and a microcomputer selects two out of three of these signals and processes them to determine the distance from the berthing line of nominal bow and stern sections of the ship, the nominal measuring points being different from the actual measuring points at which the transducers are positioned. The microcomputer also processes the selected signals to determine the velocity of the bow and stern sections relative to the berthing line, and controls a jetty display of the determined distance and velocity data in addition to local and remote indications/recordal thereof.

U.S. Pat. No. 3,673,553, issued Jun. 27, 1972 to Miura et al, discloses a measuring instrument for piloting a ship for docking which is of the type that the parallel distance between the ship and a dock or pier and her approaching or leaving speed are measured on the side of the dock or pier and the measured results are reported to the ship to control her direction and speed so as to secure safety in the docking operation.

U.S. Pat. No. 3,754,247, issued Aug. 21, 1973 to Hansford, concerns a display apparatus which produces a display of a ship, a line representing an intended berth and indicators whose separation from the berth marker line represents the deviation of the closing rate of an associated part of the ship from a value determined by a function generator which generates an optimum function from signals representing the distance of the part of the ship from the berth. Radar is used to provide signals for operating the display

U.S. Pat. No. 3,772,693, issued Nov. 13, 1973 to Allard et al, illustrates a system for assisting the berthing of large ships measures their range and aspect relative to the berth and includes two master radars on the ship and two radar transponders at the berth and means for measuring the four ranges between each master radar and each transponder. Alternatively the master radars may be at the berth and the radar transponders on the ship.

U.S. Pat. No. 3,707,717, issued Dec. 26, 1972 to Frielinghaus, is for a system for generating correction command signals relative to the berthing velocity profile of a vehicle in approach of a docking position. A Doppler radar system including a radar transceiver projects signals between the docking position and the vehicle and respondingly generates Doppler shift frequency signals indicative of the velocity of the vehicle and the relative displacement thereof. A radar counter having preset initial counts stored therein indicative of anticipated initial berthing conditions, responds to the frequency shift signals by counting down from the initial counts in accordance with the Doppler shift. Means is included for updating the radar counter in accordance with actual conditions and includes a sonic detector which periodically projects sonic signals between the vehicle and the docking position and respondingly generates corrected count signals in accordance with the reflected sonic energy, indicative of actual distance of the vehicle to the docking position. Means is utilized which periodically transfers the corrected count signals to the radar counter, correcting for errors between actual and preset initial conditions. A velocity profile generator responds to the radar counter output and generates a programmed desired berthing velocity profile which a comparator responds to the velocity profile generator and the counter for generating command signals indicative of any discrepancy between the actual and desired vehicle berthing profile.

What is needed is a system for automatically docking a vessel which requires no human intervention and operates effectively in adverse conditions with no need for highly skilled pilots and extra deck hands while eliminating the risk of damage to the vessel or dock.

BRIEF SUMMARY OF THE INVENTION

The primary object of the present invention is to provide a system for automatically docking a vessel which requires no human intervention and operates effectively in adverse conditions with no need for highly skilled pilots and extra deck hands while eliminating the risk of damage to the vessel or dock so that the vessel automatically moves sideways towards a dock and maintains a predetermined distance from the dock eliminating possible damage to the vessel and the dock.

Another object of the present invention is to maintain the final position of the water vessel without the aid of multiple ropes and buffers indefinitely while the system of the present invention is operating.

A further object of the present invention is offering an enormous assistance in dangerous weather conditions such as wind, currents and darkness.

An additional object of the present invention is providing a self-operating control system for docking so that vessel handling skills or experience is not necessary .

One more object of the present invention is elimination of extra deck hands normally required to assist with docking

Yet another object of the present invention is to provide a continual real time monitoring and controlling program to enable the water vessel to remain at a pre-selected distance alongside another stationary object, including a dock.

Still another object of the present invention is providing a universal monitoring and control system to enable efficient operation regardless of the length of the water vessel.

In brief, Marine Vessel Automated Docking System (MVAD-SYSTEM) of the present invention, once engaged is completely automatic; no human operator involvement is required at all.

As the vessel approaches the dock the control switch “ON” control is pressed to activate the automatic docking system of the present invention and the desired distance setting in input with the final desired distance of the water vessel from the dock. The water vessel is brought to a stop approximately parallel to the dock about 10 to 30 feet away from the dock and the controlled pressed for “PORT” or “STARBOARD.” Thrusters instantly engage to move the water vessel sideways to a selected dock area. The water vessel will stop moving toward the dock when the set distance is reached , eg. 3 feet, 4 feet etc. Wind etc. has no effect on performance. The water vessel will remain at this position indefinitely while the MVAD-System is operating. The water vessel will remain in same lateral position relative to the dock by the present invention automatically gently engaging forward or reverse drive as required. If the water vessel is secured to the dock the “OFF” control is pressed and the system ceases to operate.

An advantage of the present invention is that no operator skill is required to carry out the docking operation.

Another advantage of the present invention is that is saves time in docking operations.

One more advantage of the present invention is that it saves labor during the docking process.

An additional advantage of the present invention is that is saves damage to the dock.

A further advantage of the present invention is that it saves damage to the water vessel.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

These and other details of my invention will be described in connection with the accompanying drawings, which are furnished only by way of illustration and not in limitation of the invention, and in which drawings:

FIG. 1 is a diagrammatic view of the completely automatic docking system of the present invention showing sensors for both port and starboard and both a bow thruster and a stern thruster.

DETAILED DESCRIPTION OF THE INVENTION

In FIG. 1, a completely automatic docking system 10 of integrated interactive proximity sensing feedback and automatic control of water vessel positioning for a marine vessel requires no human operator after setting the system in operation.

In FIG. 1, the system comprises at least one means 40P (port) and 40S (starboard) for sensing distance between at least two spaced locations (fore and aft) on a side of a hull 60 of a marine vessel and an external structure 70, such as a dock or another vessel.

that the marine vessel is approaching for the purpose of docking the marine vessel adjacent to the external structure.

The means for sensing distance preferably comprises three distance sensing devices, comprising a fore distance sensing device 40 for sensing a distance between a fore position on the side of the hull and the external object, an aft distance sensing device 44 for sensing a distance between an aft position on the side of the hull and the external object, and a midship distance sensing device 43 for sensing a lateral position on the side of the hull and the external object. While any means for sensing distance may be used, examples of usable means for sensing distance comprise radar and high bandwidth radar, especially for lateral position.

The means for propelling the vessel preferably comprises a bow thruster 51 and a stern thruster 52 for moving the side of the hull of the marine vessel 60 into alignment with the external structure 70 and maintain the side of the hull of the marine vessel a set distance from the external structure.

A programmed automatic electronic control 30 comprises an automatic processor operating in real time to communicate between each of the distance sensing means and each of the propulsion elements independently. The port bank of sensing means 40P is used to bring the port side of the vessel up to the external structure 70 and the starboard bank of sensing means 40S is used to bring the starboard side of the vessel up to the external structure 70. In each case, the bow distance sensor 42 sends a wireless transmission with real time bow to external structure distance measurements via sensor transmitting antenna 41A to the bow information receiving antenna 31A and the processor unit 30 controls the bow thruster 51 in response to the bow to external structure distance information. The stern distance sensor 44 sends a wireless transmission with real time stern to external structure distance measurements via sensor transmitting antenna 41C to the stern information receiving antenna 31C and the processor unit 30 controls the stern thruster 51 in response to the stern to external structure distance information. The lateral distance sensor 43 in midship sends wireless transmissions with real time vessel to external structure lateral distance information via sensor transmitting antenna 41B to processor receiving antenna 31B and the processor unit 30 controls the forward/reverse drive 62 for the main drive propeller 63. The processor unit 30 automatically controls the propulsion elements to position the side of the hull 60 of the marine vessel adjacent to the external structure 70 at a preset distance from the external structure and to maintain the side of the hull of the marine vessel at the set distance automatically with no human intervention required, thereby providing a completely automatic docking system of integrated interactive proximity sensing feedback and automatic control of water vessel positioning for a marine vessel which requires no human operator after setting the system in operation.

A control panel 20 comprises the means for inputting distance settings 23, such as 4 feet between the hull 60 and the external object 70, into the programmed automatic electronic control 30 and switching means 21 and 22 for activating and deactivating the programmable automatic electronic control for starting the automatic operation of the programmable automatic control to carry out automatic docking operations and for stopping the operation of the programmable automatic control for alternate manual control.

When the vessel 60 is within 10 feet of the dock 70, the present invention engages a more precise sensing device 43, such as high bandwidth Radar for finer resolution, and is automatically activated by the system of the present invention as described in FIG. 1. Reference points on the dock 70 (like fingerprints) are sensed and the information is transmitted from the sensor 43 to the data processor unit 30 which is memorized.

If the vessel 60 moves forward or aft the information is transmitted from the lateral sensor 43 to the data recorder 30 which processes the information and gently engages forward or reverse drive 62 as required to maintain the vessel's lateral location relative to the dock 70.

If the vessel has two propellers only one is to be used to provide greater automated control with gentle operation.

In use, as the vessel approaches the dock the control switch “ON” control 21 is pressed to activate the automatic docking system of the present invention and the desired distance setting 23 is input with the final desired distance (in this case 4 feet) of the water vessel from the dock. When engaged , if either of the distance sensors 42 or 44 fail to detect an object within 50 feet at 90 degrees of the vessel, the docking system of the present invention will cease operation. The water vessel is brought to a stop approximately parallel to the dock about 10 to 30 feet away from the dock and the control 20 pressed for “PORT” or “STARBOARD.” Thrusters instantly engage to move the water vessel sideways to a selected dock area. The water vessel will stop moving toward the dock when the set distance is reached , four feet in this case. Wind etc. has no effect on performance. The water vessel will remain at this position indefinitely while the system of the present invention is operating. The water vessel will remain in same lateral position relative to the dock by the present invention automatically gently engaging forward or reverse drive 62 as required.

When the vessel 60 is within 10 feet of the dock 70, the present invention engages a more precise sensing device 43, such as high bandwidth Radar for finer resolution, and is automatically activated by the system of the present invention as described in FIG. 1. Reference points on the dock 70 (like fingerprints) are sensed and the information is transmitted from the sensor 43 to the data recorder 30 which is memorized.

If the vessel 60 moves forward or aft the information is transmitted to the data recorder 30 which processes the information and gently engages forward or reverse drive 62 for the main drive propeller 63 as required to maintain the vessel's lateral location relative to the dock 70.

If the vessel has two propellers only one is to be used to provide greater automated control with gentle operation.

If the water vessel is secured to the dock the “OFF” 22 control is pressed and the system ceases to operate.

It is understood that the preceding description is given merely by way of illustration and not in limitation of the invention and that various modifications may be made thereto without departing from the spirit of the invention as claimed.

Claims

1. (canceled)

2. (canceled)

3. (canceled)

4. (canceled)

5. (canceled)

6. (canceled)

7. An automatic docking system for a marine vessel comprising:

a plurality of port distance sensing transducers, wherein each port distance sensing transducer is disposed to determine the distance between a port hull of a marine vessel and an external structure;

a plurality of starboard distance sensing transducers wherein each starboard distance sensing transducer is disposed to determine the distance between a starboard hull of a marine vessel and an external structure;

a programmed control unit, wherein the processor control unit further comprises an automatic processor in electronic communication with the port and starboard distance sensing transducers;

a plurality of antennas, wherein at least one antenna is connected to each distance sensing transducer and each antenna is in electronic communication with the processor control unit;

a plurality of propulsion elements, wherein the propulsion elements are in electronic communication with the processor control until; and

a control panel, wherein the control panel in electronic communication with the processor control unit wherein the control panel is utilized by the user during an initiate phase of the programmed functions of the system and wherein the processor control unit functions independent of user input subsequent to the initiation phase.

8. The automatic docking system of claim 7, wherein the plurality of port distance sensing transducers comprise:

a bow transducer, wherein the bow transducer is disposed to sense the distance between a bow position of a hull and the external structure;

a stern transducer, wherein the stern transducer is disposed to sense the distance between a stern position of a hull and the external structure; and

a midship transducer, wherein the midship transducer is disposed to sense the distance between a midship position of a hull and the external structure.

9. The automatic docking system of claim 7, wherein the plurality of starboard distance sensing transducers comprise:

a bow transducer, wherein the bow transducer is disposed to sense the distance between a bow position of a hull and the external structure;

a stern transducer, wherein the stern transducer is disposed to sense the distance between a stern position of a hull and the external structure; and

a midship transducer, wherein the midship transducer is disposed to sense the distance between a midship position of a hull and the external structure.

10. The automatic docking system of claim 7 wherein the processor control unit comprises an automatic processor operating in real time to receive feedback from the plurality of port and starboard distance sensing transducers to allow for the activation of the plurality of propulsion elements in order to position and maintain the marine vessel at a predetermined distance from the external structure.

11. The automatic docking system of claim 7, wherein the processor control unit possesses a plurality of programmed defaults selected from the group consisting of: a minimum distance between the marine vessel and the external structure, a variable speed rates of operation, and detecting the presence of the external structure.

12. The automatic docking system of claim 11, wherein the processor control unit is coupled to a plurality of thruster controls providing the ability for the processor control unit to automatically operate the thrusters to achieve the programmed functions selected on the control panel.

13. The automatic docking system of claim 12, wherein the plurality of thrusters is coupled to a main drive of the marine vessel in combination with a plurality of actuators and is controlled by the processor control to execute the programmed functions selected on the control panel.

14. The automatic docking system of claim 7 wherein the plurality of propulsion elements comprise:

a bow thruster disposed to move the bow of the marine vessel relative to the external structure upon receiving a plurality of control information from the processor control unit based on the bow distance transducer information;

a stern thruster moving the stern of the marine vessel relative to the external structure upon receiving control information from the processor control unit based on the stern distance transducer information; and

wherein the bow and stern thrusters are disposed to maintain the side of the hull of the marine vessel at the control panels selected distance from the external structure.

15. The automatic docking system of claim 7 wherein the plurality of propulsion elements further comprises:

a main drive propeller, wherein the main drive propeller is disposed to move the marine vessel in a lateral direction in relation to the external structure via the processor control unit with a plurality of actuators controlling a forward/reverse drive for the main drive propeller based on the port and starboard distance sensing transducers.

16. The automatic docking system of claim 7, wherein the processor control unit is disposed to receive a plurality of operations from the control panel selected from the group consisting of: supplying power to the processor control unit by selecting an on switch, disconnecting power to the processor control unit by selecting an off switch, selecting a distance between the marine vessel and the external structure to reduce the plurality of propulsion elements, and selecting a direction in relation to the external structure for the marine vessel to engage in docking.

17. The automatic docking system of claim 7, wherein the processor control unit possesses a minimum default distance setting of three feet between the marine vessel and the external structure.

18. The automatic docking system of claim 7, wherein the processor control unit is disposed to maintain a permanent controlled approach to the external structure regardless of wind and current conditions.

19. An entirely automated aquatic vehicle docking and control system comprising:

an entirely automated primary propulsion system;

an entirely automated secondary propulsion system;

an entirely automated Marine Vessel Automated Docking System (“MVAD”) processor control unit comprising: a control system disposed to control the primary propulsion and secondary propulsion units; a radar system which provides distance measurement between the vessel and the dock and transfers to MVAD processor control unit to automatically operate the vessel as required, wherein the MVAD processor control unit automatically reduces the rate of closure between the vessel and dock measuring closure, in real time, and where the MVAD processor unit is further disposed to automatically locates the vessel at predetermined distance from dock and automatically parks the vessel at selected location entered by the user in the non-automated phase.

20. The entirely automated aquatic vehicle docking and control system of claim 19 wherein the MVAD processor control unit controls a set of three distance sensing devices which comprises a bow distance sensing device for sensing a distance between a bow position on the side of the hull and an external object, a stern distance sensing device for sensing a distance between a stern position on the side of the hull and the external object, and a midship lateral distance sensing device for sensing a lateral distance between a midship position on the side of the hull and the external object wherein the set of three distance sensing devices is disposed to automatically maintain the hull at a fixed lateral position upon landing at the dock.

21. The entirely automated aquatic vehicle docking and control system of claim 19 wherein the secondary propulsion systems may be selected from the group consisting of an electric system and a hydraulic system.

22. The entirely automated aquatic vehicle docking and control system of claim 19 wherein the MVAD processor control unit controls the secondary propulsion system at variable speeds.

23. The entirely automated aquatic vehicle docking and control system of claim 19 wherein the entirely automated secondary propulsion system is removably attached to the MVAD processor control unit.

24. The entirely automated aquatic vehicle docking and control system of claim 19 wherein said system does not include visual indication readout devices for navigational, positioning or velocity information info displayed from one or more navigational systems.

25. An automated marine vessel system for docking to an external structure comprising:

a series of initialization equipment comprising: a control panel comprising an input mechanism disposed for inputting distance settings between the hull and the dock; a set of switching devices; and,

a series of automation control equipment comprising: a programmed automatic electronic control system comprising: a real time automatic processor; at least one sensing system comprising at least two sensing devices for calculating a distance between at least two spaced locations on a side of the aquatic vessel hull and the external structure that the marine vessel is approaching for the purpose of docking the marine vessel adjacent to the external structure. a bow mounted propulsion unit; a stern mounted propulsion unit; wherein the set of switching devices is disposed for activating and deactivating the programmable automatic electronic control for starting the automatic operation of the programmable automatic control to carry out automatic docking operations and for stopping the operation of the programmable automatic control for alternate manual control; and

wherein the automatic processor is in communicate with the at least two sensing devices independently and the bow mounted propulsion unit the stern mounted propulsion unit independently.

26. The automated marine vessel system for docking to an external structure of claim 25, wherein the at least one sensing system comprises three distance sensing devices, and wherein the three distance sensing devices comprise a fore distance sensing device for sensing a distance between a fore position on the marine vessel and the external object, an aft distance sensing device for sensing a distance between an aft position on the marine vessel and the external object, and a midship distance sensing device for sensing a lateral position on the marine vessel and the external object.