Abstract:
The present invention provides a network data recording system particularly adapted for use in transportation systems. Cameras, microphones and a variety of sensors and existing vehicle systems are networked to a central controller, which receives and processes audiovisual and other data from the cameras and sensors. Raw and processed information is stored in a removable memory which may be mirrored to a fixed local memory. The fixed local memory can also be used to store programs and other system data. The controller may be ruggedized to meet disaster recovery requirements. Control panels can be placed throughout the vehicle for use by the crew to monitor conditions and respond to them. Information can be sent to a ground station, and the ground station may also exhibit control over the network data recording system. The system is suitable for use in all manner of transportation systems, such as aircraft, trains, and ships.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
   This application is related to U.S. patent application Ser. No. 11/142,713, filed Jun. 1, 2005, and entitled “SYSTEMS AND METHODS FOR DATA PROCESSING AND CONTROL IN A TRANSPORTATION SYSTEM,” the entire disclosure of which is hereby expressly incorporated by reference herein. 
   BACKGROUND OF THE INVENTION 
   The present invention relates generally to network information recording systems. More particularly, the present invention relates to network video recording systems and methods for use with public or private transportation systems, such airplanes, trains, subways, ships and the like. 
   In the past, flight recorders have been used in airplanes and other aircraft to record specific parameters related to flight conditions, such as heading, altitude, and airspeed. Flight recorders are commonly referred to as “black boxes.” The information contained in the black boxes may be essential to determine the cause of a fault or a failure in an airplane. Thus, over time, the sophistication and ruggedness of black boxes has greatly increased. 
   For example, early black boxes used magnetic tape to record cockpit voice communications. However, the magnetic tapes used to record analog or digital information can require complex fire and crash protection measures. Solid state flight data recorders were introduced to minimize this problem. Also, solid state components often permit easier and faster data retrieval than magnetic tape systems. 
   Newer black box systems have attempted to record and store video images based upon data received from externally or internally placed cameras. However, it is difficult to handle data input from a number of different sources and to enable real time control or processing of the data in a mobile environment. 
   Another problem that arises with the use of video cameras on airplanes and the like is that it is difficult to provide secure, real time video information to ground controllers while traveling. Furthermore, black box systems are often highly customized configurations set up for a specific type of airplane. It is thus desirable to provide a more flexible approach that can be used with different types of aircraft, as well as with trains, ships and other transportation systems. Therefore, a need exists for improved data recording and processing systems to address these and other problems. 
   SUMMARY OF THE INVENTION 
   In accordance with one embodiment of the present invention, a network data recording system for use in a transportation vehicle or aircraft is provided. The system comprises an imaging system, a sensory device, a control panel and a controller. The imaging system is operable to create digital imaging data. The sensory device is remote from the imaging system and is operable to sense a condition associated with the transportation vehicle or aircraft. The control panel is operatively connected to the imaging system and the sensory device. The control panel is operable to display the digital imaging data and to provide an indication of the condition sensed by the sensory device. The controller includes a communication input operatively connected to receive input data transmitted from the imaging system, the sensory device, and the control panel, as well as a processor operable to process the input data to create processed data. 
   In an alternative, the digital imaging data comprises one or both of digital still images and digital video images. In another alternative, the imaging system is further operable to record digital audio data, and the processor is further operable to receive the recorded digital audio data, to process the recorded digital audio data in conjunction with the input data from the imaging system, and to generate combined audiovisual data that is stored locally in the removable digital memory. In yet another alternative, at least one of the imaging system and the sensory device are indirectly coupled to the communication means of the controller through the control panel. 
   In a further alternative, the imaging system includes a plurality of cameras. A first camera is disposed within the transportation vehicle or aircraft. In this case, a second camera is preferably disposed on the exterior of the transportation vehicle or aircraft. Optionally, at least one of the cameras is operable to receive commands or instructions from the controller or the control panel and to record the digital imaging data based upon the commands or instructions. 
   In another alternative, the sensory device comprises a plurality of sensory devices. At least some of the sensory devices are disposed within the transportation vehicle or aircraft. In yet another alternative, the sensory device comprises a plurality of sensory devices, and at least one of the sensory devices is disposed on the exterior of the transportation vehicle or aircraft. In a further alternative, the sensory device is directly connected to the imaging system and receives instructions from the controller through the imaging system. 
   In accordance with another embodiment of the present invention, a network data recording system for use in a transportation vehicle or aircraft is provided. The system comprises an imaging system, a sensory device, a control panel and a controller. The imaging system is operable to create digital imaging data. The sensory device is positioned remotely from the imaging system and is operable to sense a condition associated with the vehicle. The control panel is operatively connected to the imaging system and the sensory device. The control panel can display the digital imaging data and can provide an indication of the condition sensed by the sensory device. The controller includes a communication input that is operatively connected to receive input data transmitted from the imaging system, the sensory device, and the control panel. The controller also includes a processor that is operable to process the input data to create processed data. The controller stores the processed data in a removable digital memory. The sensory device is operable to cause the imaging system to initiate an action without receiving input from the controller when the sensory device senses a condition. In an example, the sensory device comprises a motion sensor. When the motion sensor is triggered, the sensory device causes the imaging system to record the digital imaging data. 
   In another example, the control panel includes a display operable to display the digital imaging data from the imaging system, the processed data from the processor, and a representation of the condition sensed by the sensory device, and. The control panel also includes an input for receiving instructions from a user. In this case, the input preferably comprises a plurality of inputs. A first set of the inputs receives the user instructions. A second set of the inputs is used to authenticate the user. Here, the second set of inputs is desirably different from the first set of the inputs. The second set of inputs may include at least one of a keypad, touch screen and a keyboard optionally, the second set of inputs includes a biometric input. In another alternative, at least one of the second set of inputs is operable to receive an authorization device. 
   In accordance with yet another embodiment of the present invention, a network data recording system for use in a transportation vehicle or aircraft is provided. The system comprises an imaging system operable to create digital imaging data and a sensory device remote from the imaging system that is operable to sense a condition associated with the vehicle. The system also includes a control panel operatively connected to the imaging system and the sensory device. The control panel is used to display the digital imaging data and to provide an indication of the condition sensed by the sensory device. The system also has a controller, which includes a communication input for receiving input data transmitted from the imaging system, the sensory device, and the control panel, as well as a processor operable to process the input data to create processed data. Different levels of control panel rights are granted to different users. 
   In one example, the different levels of rights confer different levels of operational control of the control panel to the different users. In another example, the control panel comprises a plurality of control panels disposed at selected locations in the transportation vehicle or aircraft. A first control panel acts as a master control panel and the other control panels are slave control panels. In this case, selected users may be granted access to selected ones of the control panels. 
   In accordance with a further embodiment of the present invention, a network data recording system for use in a transportation vehicle or aircraft is provided. The system comprising an imaging system, sensory devices, a control panel and a controller. The imaging system records digital imaging data. The sensory devices can sense different conditions and generate sensory output based on the particular condition. The control panel is operatively connected to the imaging system and the sensory devices. The control panel displays the digital imaging data, provides an indication of the condition, and receive user input. The controller includes one or more connections operatively connected to the imaging system, the sensory devices, and the control panel, as well as a processor. The processor receives the digital imaging data and the sensory output as input data, receives the user input, processes the input data, and stores the processed data in memory. 
   In an alternative, the controller is further operable to control the imaging system and the sensory devices based upon the user input. In another alternative, the controller is controls the imaging system and the sensory devices automatically without the user input. In yet another alternative, the controller further includes a working memory for the processor to operate on the input data. In this case, the controller preferably also includes dedicated local storage for storing an operating system and program data. Here, the controller may also include a removable storage device for storing at least one of the processed data and the input data. Preferably, the removable storage device comprises a removable digital memory. The processed data is stored in the removable digital memory. Alternatively, the working memory, the dedicated local storage, and the removable storage device each comprise a non-volatile solid state memory. 
   In one example, at least one of the connections of the controller provides communication with a base station remote from the transportation vehicle or aircraft. In this case, the controller is preferably operable to transmit the processed data and the input data to the base station. Alternatively, the controller is operable to receive instructions from the base station. In this situation, the base station instructions can be used to control operations of the imaging system and the sensory devices. Optionally, the base station instructions delineate access to the control panel. 
   In accordance with yet another embodiment of the present invention, a network data recording system for use in a transportation vehicle or aircraft is provided. The system comprises imaging means for capturing imaging data associated with the vehicle and for generating a digital imaging output; means for sensing vehicle actions or events and for generating a digital sensing output; at least one control panel having means for authenticating a user, means for receiving input from the user, and means for providing visual information to the user based on the captured imaging data; and controller means for receiving the digital imaging output, the digital sensing output and the user input, generating processed data based upon the digital imaging output and the digital sensing output, and controlling operation of the imaging means the and sensing means based upon the user input. The system may further comprise means for communicating audiovisual data regarding a condition of the transportation vehicle or aircraft with other systems in the transportation vehicle or aircraft. 
   In accordance with a further embodiment of the present invention, a method of processing data in a transportation vehicle or aircraft network data processing system is provided. The method comprises generating imaging data from at least one camera; generating sensory data from at least one sensory device; processing the imaging data and the sensory data; storing the processed data in a local removable digital storage device; issuing instructions to the at least one camera to perform an imaging operation; and transmitting the processed data to a base station remote from the transportation vehicle or aircraft. 
   In accordance with another embodiment of the present invention, a data processing and control system for use with a transportation vehicle or aircraft is provided. The system comprises a mobile data system in the transportation vehicle or aircraft and a ground station. The mobile data system includes an imaging system for recording digital imaging data, a plurality of sensory devices to sense a condition and to generate a sensory output based on the condition, a control panel operatively connected to the imaging system and the sensory devices to display the digital imaging data, to provide an indication of the condition, and to receive input from a user, and a controller. The controller has connections operatively connected to the imaging system, the sensory devices, and the control panel, as well as a processor. The processor receives the digital imaging data and the sensory output as input data, receives the user input, processes the input data, and stores the processed data in memory. The ground station is remote from the transportation vehicle or aircraft. The ground station is in operative communication with the controller to receive the processed data and the input data from the controller and to provide instructions to the controller for operating the imaging system, the sensory devices and the control panel. In an example, the instructions include a priority command for the ground station to take operational control of the transportation vehicle or aircraft. 
   In accordance with yet another embodiment of the present invention, a management method for use with a mobile data system in a transportation vehicle or aircraft is provided. The mobile data system includes an imaging system for recording digital imaging data, sensory devices for sensing a condition and to generate a sensory output based on the condition, a control panel operable to provide an indication of the condition, to display the digital imaging data and to receive input from a user, and a controller operatively connected to the imaging system, the sensory devices, and the control panel. The method comprises obtaining imaging data from the imaging system; obtaining the sensory output from at least one of the sensory devices; transferring the imaging data and the sensory output from the controller to a base station remote from the transportation vehicle or aircraft; and issuing instructions from the base station to the controller to direct operation of the imaging system and the sensory devices. Preferably, the instructions include access instructions granting selected users predetermined permissions for the control panel. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  illustrates a network data recording system in accordance with one embodiment of the present invention. 
       FIG. 2  illustrates an example of an imaging system in accordance with preferred embodiments of the present invention. 
       FIGS. 3(   a )-( c ) illustrate an example of a control panel that can be used in accordance with the present invention. 
       FIG. 4  illustrates a diagram of a controller in accordance with a preferred embodiment of the present invention. 
       FIGS. 5(   a )-( b ) illustrate an aircraft-based network data recording system in accordance with a preferred embodiment of the present invention. 
       FIG. 6  illustrates a train-based network data recording system in accordance with a preferred embodiment of the present invention. 
       FIG. 7  is a flow diagram of system operation steps performed in accordance with a preferred embodiment of the present invention. 
       FIG. 8  is a flow diagram of steps performed by the control panel used in accordance with a preferred embodiment of the present invention. 
   

   DETAILED DESCRIPTION 
   In describing the preferred embodiments of the present invention illustrated in the appended drawings, specific terminology will be used for the sake of clarity. However, the invention is not intended to be limited to the specific terms used, and it is to be understood that each specific term includes all technical equivalents that operate in a similar manner to accomplish a similar purpose. 
     FIG. 1  illustrates a block diagram of a network data recording system  100  in accordance with a preferred embodiment of the present invention. As shown in this figure, the system  100  includes an imaging system  102 , a control panel and/or input device(s)  104  (“control panel”) and a controller  106 . One or more sensory devices  108  may also be part of the system  100 . Desirably, each of these components is capable of generating digital output signals. While only three sensory devices  108  are shown in this figure, any number of sensory devices  108   1  . . .  108   N  can be provided. The imaging system  102 , the control panel  104 , and the sensory devices  108  are all connected to the controller  106 , either directly or indirectly. 
   For instance, the imaging system  102  may directly connect to the controller  106  via link  110 . The control panel  104  may directly connect to the controller  106  via link  112 . The imaging system  102  and the control panel  104  may also be directly linked via path  114 . In this case, the imaging system  102  may indirectly send/receive data to/from the controller  106  through the control panel  104 . Similarly, the control panel  104  may indirectly communicate with the controller  106  through the imaging system  102 . One or more of the sensory devices  108   1  . . .  108   N  may directly communicate with the controller  106  via link  116 . The link  116  may comprise one or more channels or paths  116   1  . . .  116   N , which may be combinable in a single communications stream, or which may be separate, uncombined communications streams. Alternatively, one or more of the sensory devices  108   1  . . .  108   N  may indirectly communicate with the controller  106  through path  118  to the imaging system  110 , and/or through path  120  through the control panel  104 . Any of the direct and/or indirect routes or paths may be a wired link or a wireless link. The network data recording system  100  is preferably in communication with a ground station or base station  200 , as will be explained in more detail below with respect to  FIG. 4 . 
     FIG. 2  illustrates a preferred embodiment of the imaging system  102  in more detail. The imaging system  102  may include one or more cameras  122 , such as cameras  122   a - d . The particular number of cameras will depend upon a variety of factors, such as the information to be recorded and the size of the craft or vehicle. In particular, the cameras  122  may be of different types, such as a still camera without audio  122   a , a still camera with audio  122   b , a video camera without audio  122   c , and a video camera with audio  122   d . Furthermore, as will be discussed below with respect to  FIGS. 5 and 6 , one or more of the cameras  122  may be external cameras placed outside the vehicle, and other ones of the cameras  122  may be internal cameras placed at various points within the vehicle. The cameras may have conventional CCD or CMOS imagers such as optical imagers, thermal imagers and the like. Some or all of the cameras  122  may link directly to the controller  106  or to the control panel  104 . Alternatively some or all of the cameras  122  may indirectly connect to a hub or switch  124  via paths  126   1  . . .  126   N . In this case, the hub  124  would then communicate with the controller  106  and/or the control panel  104 . The hub may be a conventional hub such as the D-Link DUB-H4 hub. 
   Preferably, each of the cameras  122  is a digital camera. More preferably, each camera  122  outputs images in at least one digital format, which may be a standard digital still image format such as JPEG or standard digital video formats such as MPEG-4, WMV, AVI, or QuickTime, although other formats may be used. The cameras  122   b  and  122   d  capable of audio capture preferably output the audio in at least one digital format, which may be a standard digital format such as WAV, MP3, WMA, ATRAC, etc., although other formats may be used. At least some of the cameras  122 , in particular the internal cameras  122 , may be capable of panning, tilting, and/or zooming, either mechanically or through image processing techniques. 
   The cameras  122  may be conventional off the shelf camera models, such as the SNC-P1 from Sony Electronics, the 213 PTZ from Axis, or the AVS-470 from Aerial View System. The particular components and configurations of the cameras  122  are not essential to the present invention. However, it is helpful to briefly identify the basic features for off the shelf cameras. According to its 2004 brochure, the Sony SNC-P1 provides a ¼ type progressive scan CCD that can operate using JPEG and MPEG compression schemes in multiple resolution modes. A microphone is built in. The SNC-P1 can interface to a system running Microsoft Windows 2000 or Windows XP. According to its 2004 brochure, the Axis 213 PTZ network camera provides a ¼ type interlaced CCD with JPEG and MPEG output. This camera also includes audio output, and supports Windows, Linux and Mac OS X. The brochures for both the Sony SNC-P1 and the Axis 213 PTZ cameras are hereby expressly incorporate by reference herein. 
   As discussed above, the cameras  122  may capture video images, still images, and, optionally, audio information. The captured imaging and/or audio information is preferably digitized and transmitted to the controller  106 . The cameras  122  can receive commands or instructions either directly from the controller  106  or from the control panel  104 . The commands/instructions may be automated commands that are triggered at a given time or based upon a predetermined event. Alternatively, the commands/instructions may be manually entered by a user, for example a user at the control panel  104  or by a user at the ground station  200 . 
   The system  100  may perform various functions either autonomously or in response to the commands/instructions. For instance, a selected camera  122  may increase or decrease its transmitted frame rate of still or full motion images. The resolution may be increased or decreased, for example based on detected motion or suspicious activity. The camera  122  may pan, tilt, and/or zoom, either mechanically or through image processing. The camera  122  may also be directed to follow a preset tour or to capture images if motion is detected in a field of view. 
   The sensory devices  108  (see  FIG. 1 ), if used, can supplement the audiovisual (“A/V”) information provided by the cameras  122 . By way of example only, the sensory devices  108  can perform typical sensor functions that can be conducted aboard commercial airliners or other vehicles, such as smoke detection, carbon monoxide detection, temperature sensing, pressure sensing or altitude determination. Other sensor functions may include, but are not limited, to motion sensing, sensing radioactivity levels, or ascertaining the presence or absence of biological or chemical substances. Metal detection is yet another example of what selected sensory devices  108  may perform. 
   As explained with respect to  FIG. 1 , one or more of the sensory devices  108  may provide data directly to the imaging system  102  instead of transmitting information directly to the controller  106 . For instance, one of the sensory devices  108   A  may provide audio information to one of the cameras  122  that is not audio capable. In this case, the camera  122  may be configured to transmit both the audio and visual information to the controller  106  for processing. Alternatively, one of the sensory devices  108   B  may perform motion detection. In this case, upon sensing motion, the sensory device  108   B  may send a signal to one or more of the cameras  122 , which in turn may trigger the camera(s)  122  to send still or video images back to the controller  106  or to one or more of the control panels  104 , or to perform other functions. The sensory devices  108  preferably output information in a digital format. 
   Each of the sensory devices  108  may perform a specific function, or may perform multiple functions. By way of example only, a selected sensory device  108  may be placed in a bathroom and perform smoke detection and motion sensing. If smoke is detected without also triggering the motion sensor, indicating the possibility of an electrical fire, the selected sensory device  108  may send an alarm to the control panel  104  and/or the controller  106 , as well as cause a camera  122  in the bathroom to turn on. However, if smoke is detected along with motion in the bathroom, indicating the presence of a person smoking in contravention of flight regulations, the selected sensory device  108  may only send an alarm to a control panel  104  in the cabin to alert a flight attendant to take appropriate action. 
   A preferred example of the control panel  104  is shown in more detail in  FIG. 3(   a ). The control panel  104  desirably provides a secure, password protected user link to the components within the system  100 , either via the controller  106  or directly with the imaging system  102  and/or the sensory devices  108 . The control panel  104  (or multiple control panels) can be used by authorized personnel to provide, for example, live A/V information from one or more of the cameras  122 , and/or to play back stored data from the controller  106 . The control panel  104  preferably includes a display  128  and one or more inputs  130 . A keypad  132  may also be provided. In addition, a biometric input  134  may also be included as part of the control panel  104 . Each of these components will now be described. 
   The display  128  may be any type of display capable of displaying text and/or images, such as an LCD display, plasma display or CRT monitor. While not required, it is preferable for the display  128  to be able to output all of the image types transmitted by the cameras  122 . Thus, in a preferred example, the display  128  is a high resolution display capable of displaying JPEG images and MPEG-4 video. One or more speakers  136  may be associated with the display  128  to output audio received from the cameras  122  or from the sensory devices  108 . 
   The inputs  130  can be, by way of example only, buttons, switches, knobs, dials, slide bars, etc. Alternatively, at least some of the inputs  130  may be implemented as “soft” inputs which may be programmable or automatically changed depending upon selections made by the user. For instance, the control panel  104  may require a user to input a password or other security identifier via the keypad  132  or via the biometric input  134 . Prior to inputting the security identifier, a first soft input  130   a  may be labeled as “ENTER AUTHORIZATION” and a second soft input  130   b  may be labeled as “VERIFY”, and a third soft input  130   c  may be labeled as “SECURITY MENU,” as seen in  FIG. 3(   b ). Once the user&#39;s security identifier is accepted, the first soft input  130   a  may be relabeled as “CAMERA OPERATION,” the second input  130   b  may be relabeled as “DISPLAY CONTROL,” and the third input  130   c  may be relabeled as “MAIN MENU,” as seen in  FIG. 3(   c ). 
   The keypad  132  may be a conventional keypad, including, for instance, numbers 0-9 and ‘*’ and ‘#’ keys. Alternatively, the keypad  132  may comprise a full or partial keyboard to permit the user to enter letters, numbers, and/or symbols. The keypad  132  may comprise mechanical keys or may be a “soft” keyboard similar to the soft inputs discussed above. In this case, the soft keypad  132  and the soft inputs  130  may be one integral set of inputs. 
   The biometric input  134  can provide a heightened level of security and access control. The biometric input  134  may be, by way of example only, a fingerprint or hand scanner, a retinal scanner, a voice analyzer, etc. Alternatively, multiple biometric inputs  146  can be used to assess multiple characteristics in combination, such as retinal and fingerprint scans, voice and fingerprint analysis, and so forth. 
   As a further option, the control panel  104  may include a separate input  138  to receive an authorization device such as a mechanical key, a magnetic swipe card, a radio frequency ID (“RFID”) chip, etc. Thus, it can be seen that there are many ways to provide security and limit access to the control panel  104  and the overall system  100 . This can be a very important feature, particularly in a commercial aircraft, where many people can potentially have access to the control panel  104 . In such an environment, it may be essential to limit control panel access to the flight attendants, the pilot and copilot, and/or to air marshals. 
   While only one control panel  104  is illustrated in the system of  FIG. 1 , it is possible to place multiple control panels  104  throughout the craft, as will be discussed below the more detail with respect to  FIG. 5(   a ). In this case, one of the control panels  104  may be designated as a “master” control panel  104 ′ and other control panels  104  may be designated as “slave” control panels  104 ′′. The master control panel  104 ′ may enable users to grant or deny permissions, or to restrict access to the slave control panels  104 ′′. Not all of the control panels  104  need include the display  128 . 
   Different users may be granted access to only some of the control panels  104 . For instance, in an airplane, the flight attendants may have access rights to all control panels  104  in the cabin; however, the pilot and copilot may have exclusive access rights to a control panel  104  located in the cockpit as well as access rights to all other control panels  104 . In an alternative, the pilot or the copilot may have full permission rights when using any of the control panels  104  to view, modify, and/or process audio/video and other data. In this case, the flight attendants may have restricted permission rights to some or all of the control panels  104 , such as to view audio and video data only, and/or to send alarms. He or she may also be able to send selected images, video clips or audio clips to the cockpit and/or to the ground station  200 . An air marshal may have even more restricted access and/or permission rights, for instance limited to sending an alarm to the cockpit or to a ground station from a single terminal or control panel  106 . Thus, it can be seen that access rights can include physical or logical access to the control panels  104 , and permission rights can grant different levels of operational control to the user. 
   A preferred embodiment of the controller  106  is illustrated in  FIG. 4  in detail. As shown, the controller  106  includes a control processor or microprocessor  140 , a working memory  142 , a fixed storage device  144 , a removable storage device  146 , and one or more external connections  148 . Each of these components will be discussed in turn. 
   The control processor  140 , the working memory  142 , the fixed storage device  144 , the removable storage device  146 , and the external connections  148  are preferably secured in a rugged chassis or case. For example, the chassis may be configured to provide fire and/or crash protection. The chassis may be permanently or removably secured in the vehicle. The chassis or case preferably complies with industry standards for ruggedness. Alternatively, off the shelf enclosures may be used, and may be modified to address vibration or survivability requirements. 
   The control processor  140  is the overall manager of the network data recording system  100 . The control processor  140  manages communications with the other devices in the system such as the control panel  104 , the cameras  122  of the imaging system  102 , and the sensory devices  108 . The control processor  140  also manages communication with the ground station  200 , as will be discussed in more detail below. 
   When the control processor  140  receives imaging and/or audio data from the cameras  122 , or when it receives other information from the sensory inputs  108 , the control processor  140  performs data processing on the received information. In one example, the A/V information from one or more cameras may be combined into a single stream at the control processor  140  and processed together. 
   The controller  106 , in particular the control processor  140 , is capable of responding to and reacting to sensory input and A/V information received from the sensory devices  108  and the imaging system  102 . By way of example only, the control processor  140  may perform compression or decompression of the video or audio information. The processing may also perform object detection, facial recognition, audio recognition, object counting, object shape recognition, object tracking, motion or lack of motion detection, and/or abandoned item detection. In another example, the control processor  140  may initiate communications with other components within the system  100  and/or with the base station  200  when suspicious activity is detected. The control processor  140  may also control the opening and closing of communications channels with the base station  200 , perform system recovery after a power outage, etc. 
   While shown as a single component, the control processor  140  may comprise multiple integrated circuits that are part of one or more computer chips. The control processor  140  may include multiple processors and/or sub-processors operating separately or together, for example, in parallel. By was of example only, the control processor  140  may include one or more Intel Pentium 4 and/or Intel Xeon processors. ASICs and/or DSPs may also be part of the control processor  140 , either as integral or separate components. One or more direct memory access controllers  150  may be used to communicate with the working memory  142 , the local/fixed storage device  144 , and/or the removable storage device  146 . 
   The working memory  142  provides an electronic workspace for the control processor  140  to manipulate and manage video, audio and/or other information received from the imaging system  102  and the sensory devices  108 . The working memory  142  preferably includes at least 128 megabytes of RAM memory, although more memory (e.g., one gigabyte) or less memory (e.g., 25 megabytes) can be used. 
   The fixed/local storage device  144  is primarily used to store the operating system of the control processor  140 , operational programs, applets, subroutines etc., for use by the control processor  140 . The operating system may be a conventional operating system such as Windows XP or Linux, or a special purpose operating system. Programs or applications such as digital signal processing packages, security software, etc. may be stored on the fixed/local storage device  144 . Examples of signal processing software and security software include object detection, shape recognition, facial recognition and the like, sound recognition, object counting, and activity detection, such as motion detecting or tracking, or abandoned item detection. The fixed storage device  144  preferably comprises a non-volatile electronic or digital memory. More preferably, the digital memory of the fixed storage device  144  is a flash or other solid state memory. 
   The removable storage device  146  is preferably used to store database information, audio/video information, signaling data and other information. Signaling and other data may include GPS information, telemetry information, environmental input from other systems, etc. Raw or processed data received from the imaging system and/or the sensory devices is preferably stored in the removable storage device  146 . In addition, imaging and sensory information processed by the control processor  140  may also be stored in the removable storage device  146 . The removable storage device  146  preferably includes at least 100 gigabytes of storage space, although more or less storage may be provided depending upon system parameters, such as the amount of cameras  122  employed and whether full motion video is continuously recorded. The removable storage device  146  preferably comprises a hard drive or a non-volatile electronic or digital memory. Removable storage provide the ability to offload collected data for review and safekeeping. A mirror image of the data on the removable storage device may be maintained on the local fixed storage  144  until recording space is exceeded. In this case, the data may be overwritten in a first in, last out queuing procedure. More preferably, the digital memory of the removable storage device  146  is a hard drive, flash memory or other solid state memory. A backup of some or all of the imaging/sensory information may be stored in mirror fashion on the fixed/local storage device  144 . 
   One or more of the external connections  148  communicate with the imaging system  102 , the control panel  104 , and the sensory devices  108 . The external connections  148  may be one or more I/O ports  152   1  . . .  152   N  managed by an I/O controller  154  of the control processor  140 . As indicated above, the links to the other system components within the vehicle may be wired or wireless. The connections may be serial or parallel. The connections may also operate using standard protocols such as IEEE 802.11, universal serial bus (USB), Ethernet, IEEE 1394 Firewire, etc., or non-standard communications protocols. Preferably, data is transmitted between system components using data packets such as IP packets. 
   In addition to local communication with the in-vehicle components discussed above, the control processor  140  is preferably also able to communicate with the ground station or base station  200 , as shown in  FIG. 4 . Communication between the control processor  140  and the ground station  200  is preferably two-way, although this is not required. Ideally, the system  100  is configured so that the ground station  200  has access to the audio/video and sensory information collected and/or processed by the system  100 . In addition, an alert may be sent to the ground station  200  if a security identifier is not accepted by the control panel  104  or if it otherwise appears that an unauthorized user is attempting to access the system  100 . 
   The ground station  200  preferably includes a computer such as a PC, workstation or server that is configured to communicate with the system  100 . The ground station computer may be a conventional computer or may be a special purpose computing device. The computer is preferably equipped with a high quality display device as well as speakers to reproduce the A/V and sensory information received from the system  100 . 
   In addition to viewing and listening to information from the system  100 , the ground station  200  may also have the ability to issue commands to and request actions from the system  100 . By way of example only, one of the sensory devices  108  may trigger an alert regarding a device malfunction in the vehicle, such as a flap or rudder fault. If not automatically requested by the control processor  140  or manually requested by a user within the vehicle, an operator at the ground station may request an external camera  122  to turn on and take still or video images of the defective or malfunctioning device. The ground operator may also be granted the authority to limit access to the system  100 , for example by denying some or all personnel in the airplane access to the control panels  104 . 
   The ground station  200  may also be able to perform additional processing of the data received from the system  100 . For example, the ground station  200  may include a dedicated computer or ASIC for performing digital signal processing on the received A/V and sensory information. The received information and/or post-processed data may be transmitted back to the system  100  or may be disseminated to other entities, such as the American Federal Aviation Administration (“FAA”) or National Transportation Safety Board (“NTSB”). 
   Data can be transmitted between one of the external connections  148  of the controller  106  and the ground station  200  in different ways. One or more communications channels  156  may be employed. The antenna structures may be placed in the aircraft&#39;s avionics bay, or may be wholly separate or redundant components from the aircraft&#39;s standard communications equipment. The ground station  200  may include multiple transceivers to communicate with different aircraft or different transportation vehicles. Of course, the specific type of transceiver will depend upon the particular communication scheme. 
   Slow and/or high speed communications channels may be used. For instance, a slow speed communications channel  156   a  may transmit still images, sensory data, etc. A high speed communications channel  156   b  may transmit full motion video with an audio track. By way of example only, the slow speed communications channel may transmit on the order of 150 kbits/sec or less, and the high speed communications channel may transmit on the order of 150 kbits/sec or more. Of course, it should be understood that these data transmission rates are merely exemplary, and transmission rates for the slow or high speed channels may vary depending upon a variety of factors such as the communications protocol, importance of the information to be sent, the vehicle&#39;s rate of speed, etc. The different communications channels may be combined in a single transmissions stream or as separate streams. 
   There are many different transmission schemes and architectures that can be used between the system  100  and the base station  200 . By way of example only, TDMA, GSM and/or CDMA can be used. A CDMA-based system may be preferred because of the spread spectrum nature of the signaling. Satellite and direct microwave communications architectures may be employed, for example. 
   In almost all instances, the data transmitted between the system  100  and the base station  200  should be guarded to prevent unauthorized reception. Therefore, the data is preferably encrypted for transmission. Further security may be provided by utilizing a transmission scheme such as frequency hopping spread spectrum (“FHSS”). Here, the transmitted signal is multiplexed with a carrier that utilizes multiple discrete frequency bands. Because the transmission “hops” across these bands, only someone with knowledge of the predetermined arrangement of hops can intercept the signal. 
   An alternative transmission system may employ a technique known as meteor burst communications (“MBC”). An MBC system transmits data between two points by reflecting a signal off of ionized gasses left from the entry and disintegration of small meteors in the earth&#39;s atmosphere. Since the meteor trails occur in the atmosphere between 80 and 120 kilometers high, it is possible to achieve communication beyond the horizon. Because the trails are ephemeral in nature and may last only a few seconds at most, high data rate transmission bursts are employed. Interception is very difficult, due in part to the difficulty in intercepting the bursts, but also due to the fact that the interceptor must be very close to either the transmitter or the receiver. More details about MBC may be found in “Understanding Meteor Burst Communications Technologies” by Cumberland et al., published in the Communications of the ACM, Volume 47, No. 1, pp. 89-92, the entire disclosure of which is hereby expressly incorporated by reference herein. 
     FIGS. 5(   a )-( b ) illustrate an example of the system  100  as the components may be positioned on an aircraft  300 . As shown in  FIG. 5(   a ), the interior of the aircraft  300  includes a cockpit  302  and a cabin  304 . The cabin includes seating areas  306 , and may include one or more lavatories  308 , galleys  310 , and/or closets  312 . The wings  314  and tail section  316  of the aircraft  300  are partly shown in  FIG. 5(   b ) but are omitted for the sake of clarity in  FIG. 5(   a ). The controller  106  in its ruggedized case may be located near the rear of the cabin  304  or elsewhere close to the tail section  316 . However, it should be understood that the controller  106  may be placed elsewhere within the aircraft  300 . Multiple control panels  104  may be positioned at strategic locations throughout the cabin  304 , as well as the cockpit  302 . One of the control panels  104  may be a master control panel  104 ′, for instance the control panel  104 ′ located in the cockpit. Other control panels  104  may be slave control panels  104 ′′. 
   The cameras  122  may also be positioned at strategic locations throughout the cockpit  302  and the cabin  304 . For example, a full motion video camera  122   d  with audio may be positioned in the rear of the cockpit  302  to provide a full view of the crew and instrumentation panels. Within the cabin  304 , full motion video cameras  122   c  without audio may be positioned, for example, in the seating areas  306  with views of the aisles. Still cameras  122   b  with audio capability may be positioned, for example, in or near the galleys  310 . Still cameras  122   a  without audio may be positioned, for example, adjacent to or within the lavatories  308 . Of course, it should be understood that the different camera types may be placed in any desired location within the aircraft  300 , and that the particular examples above are not the only way to configure the imaging system  102 . 
   As seen in  FIG. 5(   b ), external cameras  122  or the sensors  108  may be placed at or near the wings  314 , the tail section  316 , the wheel wells  318 , or elsewhere. This enables the crew to perform a visual verification of exterior conditions and to double check sensor readings, for instance to confirm that the landing gear are down. In a cargo plane, the cameras  122  and/or the sensors  108  may be placed throughout the cargo bay. This can minimize the possibility that a loose container will cause damage during flight. 
   The sensory devices  108  may also be positioned throughout the cockpit  302  and the cabin  304 . For example, sensory devices  108   1  may be placed, for example, at an exterior door and may perform metal detection to identify people carrying knives, guns or other weapons. Sensory devices  108   2  may be placed, for example, in the galleys  310  and the lavatories  308 , and may perform smoke detection. Sensory devices  1083  may also be placed, for example, at or near the lavatories  308  and may perform motion sensing. Sensory devices  108   4  may be placed, for example, in the cockpit  302 , the galley  310 , or the luggage areas (not shown) and may perform carbon monoxide detection. Other sensory devices  108   5 ,  108   6 , and  108   7  may be placed, for example, in the cockpit  302  or in the luggage or storage compartments below the cabin  304  to check the internal pressure, internal temperature, and altitude, respectively. Additional sensory devices  108   8 ,  108   9 , and  108   10  may be positioned, for example, in the closets  312  or in the below-deck luggage or storage compartments to detect nuclear, biological, or chemical hazards, respectively. Of course, it should be understood that the different sensory devices  108  may be placed in any desired location within or outside the aircraft  300 , and that the particular examples above are not the only way to configure the sensory devices  108 . 
   While the data recording system  100  may only receive and process data from the transportation vehicle or aircraft, it is possible to configure the system to take an active role in operating the transportation vehicle or aircraft. For instance, with respect to the aircraft  300 , the control processor  140  may communicate with an automated flight control system, and may issue commands to the flight control system regarding modifying flight operations. Remote piloting of the aircraft or control over the transportation vehicle provides an added layer of security and safety. For example, when the aircraft or other vehicle is not within range of other two-way command and control systems, the operator may log in through the base station and take operational control of the aircraft or vehicle. Also, when the aircraft or transportation vehicle is within range of any other two-way command and control system, the operator may coordinate audiovisual feeds between the systems. 
     FIG. 6  illustrates an example of the system  100  as the components may be positioned on a train  400 . As shown in the figure, the train  400  may include one or more power cars  402 , business class cars  404 , first class cars  406 , and a café car  408 . The business and first class cars  404 ,  406  include seating areas  410 , and may include one or more lavatories  412  and/or closets  414 . 
   The controller  106  in its ruggedized case may be located within one of the power cars  402 ; however, it should be understood that the controller  106  may be placed elsewhere within the train  400 . Multiple control panels  104  may be positioned at strategic locations throughout the cars  404 ,  406  and  408 , as well as the power cars  402 . One of the control panels  104  may be a master control panel  104 ′, for instance the control panel  104 ′ located in the cockpit. Other control panels  104  may be slave control panels  104 ′′. 
   The cameras  122  may also be positioned at strategic locations throughout the power cars  402  and the other train cars  404 ,  406  and  408 . For example, a full motion video camera  122   d  with audio may be positioned in the rear of the power cars  402  to provide a full view of the crew and instrumentation panels. Within the business and first class cars  404  and  406 , full motion video cameras  122   c  without audio may be positioned, for example, in the seating areas  410  with views of the aisles. Still cameras  122   b  with audio capability may be positioned, for example, within the cafe car  408 . Still cameras  122   a  without audio may be positioned, for example, adjacent to or within the lavatories  412 . Of course, it should be understood that the different camera types may be placed in any desired location within the aircraft  300 , and that the particular examples above are not the only way to configure the imaging system  102 . 
   The sensory devices  108  may also be positioned throughout the power cars  402  and the other cars  404 ,  406  and  408 . For example, sensory devices  108   1  may be placed, for example, at exterior doors and may perform metal detection to identify people carrying knives, guns or other weapons. Sensory devices  108   2  may be placed, for example, in the cafe car  408  and the lavatories  412 , and may perform smoke detection. Sensory devices  108   3  may also be placed, for example, at or near the lavatories  412  and may perform motion sensing. Sensory devices  108   4  may be placed, for example, in the power car  402 , the café car  408 , or the luggage areas (not shown) and may perform carbon monoxide detection. The sensory devices  108   8 ,  108   9 , and  108   10  may be positioned, for example, in the luggage areas or in separate luggage cars (not shown) to detect nuclear, biological, or chemical hazards, respectively. Of course, it should be understood that the different sensory devices  108  may be placed in any desired location within the train  400 , and that the particular examples above are not the only way to configure the sensory devices  108 . 
   The data recording systems of the present invention enable onboard crews and ground crews access to unprecedented levels of up to the minute information about the vehicle during operation. As safety and security are paramount concerns, the condition of the vehicle can be monitored, and the activities of the passengers can also be observed. This can help to minimize the possibility than an unruly passenger or potential terrorist will create a dangerous condition during travel. Also, other emergency situations can be rapidly identified and dealt with, such as a passenger having a medical crisis. 
   While transportation examples showing airliners and trains have been illustrated and discussed, the invention is not limited to use with these specific examples. The data recording systems of the present invention can be utilized with all manner of transportation systems, including ships, subways, and helicopters, as well as airplanes and trains. In addition, the data recording systems can also be utilized in non-mobile environments as well. 
     FIG. 7  illustrates a flow diagram  500 , which shows an exemplary operational process of the system  100 . As shown at steps  502  and  504 , the imaging system  102  and the sensory device(s)  108  respectively generate data, either alone or in conjunction with one another. The data is provided to the controller  106  and is processed at step  506  by the control processor  140 . By way of example only, A/V data from one of the cameras  122  and/or one of the sensory devices  108  is combined into a single A/V data stream and may be further processed using a facial recognition and/or a voice recognition application. Processed data is stored in a storage device such as the removable storage device  146  or the fixed storage device  144 , as shown at step  508 . A user at one of the control panels  104  or at the ground station  200  may generate a request to, for instance, view A/V data or to cause one of the cameras  122  to perform a particular action. The controller  106  or the control panel  104  may process the user request, as shown at step  510 . Instructions or requests may be sent to the imaging system  102  or the sensory devices  108  by the controller  106  or the control panel  104 , as shown at step  512 . Of course, it should be understood that the controller  106  may issue requests autonomously without user input. Data may be transmitted to the ground station  200  as shown at step  514 . Here, the controller  106  may also receive instructions or requests from the ground station  200 . The system  100  may then continue with its operations as shown at step  516 , for example with the controller  106  returning to processing data as in step  506 . 
     FIG. 8  illustrates a flow diagram  600 , which shows an exemplary operational process  600  of the control panel  104 . Here, a user may log in and the control panel  104  may verify his or her access, as shown at step  602 . The control panel  104  may perform the verification locally or may interact with the controller  106 . In this case, the control panel  104  may transmit the user&#39;s passcode and/or biometric data to the controller  106 , which may issue compare the information against information in a database stored in the fixed storage device  144  or the removable storage device  146 . The controller  106  may then issue final approval of the user to the control panel  104 . Once the user has been authenticated, he or she may request data from the system, as shown at step  604 . For instance, the user may request current imaging data directly from the imaging system  102 . The user may also request current sensory data directly from the sensory device(s)  108 . The user may also request stored or processed imaging or sensory data from the controller  106 . Assuming that the user has the appropriate level of permission rights, the requested information is displayed or otherwise presented at step  606 . At step  608  the user may also send some or all of this data to another user or to another control panel  104 , to the control processor  140  for additional processing, or to the ground station  200 . Then at step  610  the process may return to step  604  so the user may request additional data to view. While the exemplary flow diagrams of  FIGS. 7 and 8  illustrate steps in a certain order, it should be understood that different steps may be performed in different orders, and certain steps may be omitted. 
   Although the invention herein has been described with reference to particular embodiments, it is to be understood that these embodiments are merely illustrative of the principles and applications of the present invention. It is therefore to be understood that numerous modifications may be made to the illustrative embodiments and that other arrangements may be devised without departing from the spirit and scope of the present invention as defined by the appended claims. By way of example only, while different embodiments described above illustrate specific features, it is within the scope of the present invention to combine or interchange different features among the various embodiments to create other variants. Any of the features in any of the embodiments can be combined or interchanged with any other features in any of the other embodiments.