A power system of a vessel includes a first AC bus; a second AC bus; a bus tie that electrically disconnects the first AC bus and the second AC bus when in an open position; a first power source and a first set of one or more non-propulsion components of the vessel that are electrically connected to the first AC bus; a second power source and a second set of one or more non-propulsion components of the vessel that are electrically connected to the second AC bus; a DC bus; a first transformer that galvanically isolates the DC bus from the first AC bus; a second transformer that galvanically isolates the DC bus from the second AC bus; a first AC/DC inverter coupled between the first AC bus and the DC bus; and a second AC/DC inverter coupled between the second AC bus and the DC bus.

Systems are provided herein for a hardware protection framework. A security module monitors a plurality of voltage lines of at least one electronic control unit (ECU) electrically coupled to a communications bus. A voltage differential across at least two of the plurality of voltage lines of the at least one ECU is measured. The voltage differential is compared to a plurality of predetermined signal fingerprints associated with the at least one ECU. A variance in the compared voltage differential is identified relative to one or more of the plurality of predetermined signal fingerprints. Data characterizing the identified variance is provided. In some aspects, a pulse or a data stream is injected based on the voltage differential having an amplitude lower than a predetermined voltage threshold.

Messages on controller area network (CAN) buses are communicated over subsea links to subsea devices that also require electrical power to function. These subsea devices may be disposed kilometers away from the signal source where electrical signal and power transmission is impractical. The present invention provides a subsea power-over-fiber CAN bus converter for converting CAN bus electrical input and electrical power input into optical signals for transmission over a fiber optic cable for conversion into CAN bus electrical output and electrical power output for use by a subsea sensor or other subsea device. The subsea power-over-fiber CAN bus converter of the present invention is may comprise a flying lead harness that has a first connector end, a second connector end, a first optical converter module, a second optical converter module, and a fiber optic cable disposed between the first and second optical converter modules.

Messages on controller area network (CAN) buses are communicated over subsea links to subsea devices that also require electrical power to function. These subsea devices may be disposed kilometers away from the signal source where electrical signal and power transmission is impractical. The present invention provides a subsea power-over-fiber CAN bus converter for converting CAN bus electrical input and electrical power input into optical signals for transmission over a fiber optic cable for conversion into CAN bus electrical output and electrical power output for use by a subsea sensor or other subsea device. The subsea power-over-fiber CAN bus converter of the present invention is may comprise a flying lead harness that has a first connector end, a second connector end, a first optical converter module, a second optical converter module, and a fiber optic cable disposed between the first and second optical converter modules.

A vehicular interface may include an electromechanical interface between a handheld electronic device and subsystems on a vehicular bus or network. In an illustrative embodiment, the interface may operate in a master mode when a handheld device, such as a tablet computer or smart-phone, is not inserted therein. In this mode, the interface may serve as a master controller and accesses and controls various subsystems on a vehicle (such as engine control subsystems, media controllers, navigation systems, sensors and transducers) as a master controller. In one embodiment, when a tablet device is inserted into the interface, the interface may automatically switch to slave mode in which it acts as an adapter or interface between the tablet device and the vehicular subsystems.

A vehicular interface may include an electromechanical interface between a handheld electronic device and subsystems on a vehicular bus or network. In an illustrative embodiment, the interface may operate in a master mode when a handheld device, such as a tablet computer or smart-phone, is not inserted therein. In this mode the interface may serve as a master controller and accesses and controls various subsystems on a vehicle (such as engine control subsystems, media controllers, navigation systems, sensors and transducers) as a master controller. In one embodiment, when a tablet device is inserted into the interface, the interface may automatically switch to slave mode in which it acts as an adapter or interface between the tablet device and the vehicular subsystems.

A system for controlling a watercraft includes a data communication module, a device system, an electric power supply, and a controller. The data communication module is operable to perform wireless communication with an external computer. The device system includes at least one electric device. The electric power supply provides electric power to the data communication module and the device system. The controller is configured or programmed to switch between a first mode and a second mode. In the first mode, the controller provides electric power to the data communication module by the electric power supply during both activation and deactivation of the device system. In the second mode, the controller provides electric power to the data communication module by the electric power supply during the activation of the device system, but stops providing electric power to the data communication module by the electric power supply during the deactivation of the device system.

A Cyber Vulnerability Assessment Tool (CVAST) and CVAST Threat Assessment Heuristic (CVAST THRASH) capable of automated modeling of cyber physical systems, assessment of the nature of cyber risks thereto, and output of such cyber risk assessments are provided.

In a maritime vessel, multiple auxiliary systems are connected to a central controller which is wirelessly coupled to a remote control system. The central controller can be used to directly control the auxiliary systems. Alternatively, the remote control system can be used to control the auxiliary systems via an improved control architecture.

A marine vessel maneuvering system includes an operator, propulsion device controllers each configured or programmed to control driving of a respective propulsion device based on an operation signal from the operator, a first communication bus to transmit the operation signal to some of the propulsion device controllers, a second communication bus to transmit the operation signal to a remainder of the propulsion device controllers excluding the some of the propulsion device controllers, and a gateway device to connect the first communication bus to the second communication bus such that the first communication bus and the second communication bus communicate with each other.