TR2022008959T2 - DRIVERLESS SINGLE WAGON TRAIN SYSTEM - Google Patents

Abstract

A train system having a train element consists of a single train car configured to move along a rail system and includes an enclosed first occupancy zone and a flat car section. The flat car section includes a progressive loading zone configured to allow a vehicle to be driven onto the flat car section and subsequently transported by the train car. The train element includes a drive system for moving the train element along the rail system and a control system for autonomously controlling the operation of the train car. A sensor system collects sensor data and provides the sensor data as inputs to the control system. The sensor data is used by the control system to operate the train car. Finally, a power system provides power to the drive system and control system independently.

Description

Description DRIVERLESS SINGLE WAGON TRAIN SYSTEM TECHNICAL FIELD This invention is generally related to rail transportation. More specifically, the invention relates to self-powered single train wagons and a digitally connected multi-train wagon system for autonomous commercial and passenger transportation over an open railway network. BACKGROUND OF THE INVENTION Daily transportation of bulk loads and people, when necessary, requires significantly limited resources such as time, manpower, expense and space. In most locations, a large percentage of daily road traffic consists of local passengers. As cities grow, local traffic becomes an increasingly bigger problem that needs to be addressed. In addition to the problem of handling daily local traffic, roads must also be equipped to handle non-local traffic passing through the area or leaving or entering the area from a remote location. This will include, for example, goods transport by means of large trailers, as well as tourist traffic. This condition affects certain areas more than others. Areas affected by such traffic include areas with high-traffic interstate exchanges, areas with manufacturing facilities that require goods to be shipped into or out of the area, and tourist attractions and regions. A common response to these traffic problems is to expand road capacities (e.g. by adding vehicle lanes, etc.). However, this solution is costly and requires significant planning and time implementation. Additionally, construction sites are dangerous and often disrupt normal traffic patterns that have persisted for years. Other methods to reduce traffic problems are to make roads, vehicles and driving patterns more effective in responding to traffic. For example, certain cities have established special express lanes reserved for one group of vehicles (e.g. local traffic) while leaving standard roads for other traffic (e.g. non-local/interstate traffic). Recently, the idea of team vehicles has emerged as a possible solution to traffic problems. Vehicle teaming is a proposed method of operating a group of road vehicles partially or fully autonomously, with narrow spaces provided between adjacent vehicles. Recommended for team building, reducing fuel consumption, improving safety and traffic efficiency, and so on. Multiple vehicle train generation systems include Project SARTRE (Safe Road Trains for the Environment), which defines a train (or "road train") as a collection of electronically connected "dependent vehicles" that automatically follow a heavy guide vehicle with a driver on conventional roads. , including are suggested. Another project, PATH, focuses on teaming fully automated heavy trucks in close formation and on a dedicated traffic lane to increase traffic capacity, reduce energy costs and improve safety. To be automated, most of these proposed systems require complex sensor systems that provide longitudinal control of vehicles (i.e., controlling the distance between a vehicle and the vehicle adjacent to that vehicle) and lateral control (i.e., controlling the positioning of the vehicle in traffic lanes). In other cases, extensive modifications or additions to the existing road surface are required (e.g. magnetic markers for use in lateral control of vehicles with special traffic lanes). Finally, bulk cargo and people transportation via railways has also been used in the past. Typically, trains consist of several train cars connected together and holding freight and passengers. These wagons are passed along train lines by one or more locomotives. Freight transportation by rail is more fuel efficient and economical than transportation of this cargo by road vehicle. This is particularly true when large loads are transferred over long distances, but not for small loads or short distances. For this reason, rail transport is often reserved for long-distance travel of large loads. One main disadvantage of rail transport is the lack of flexibility. While road transportation is extremely flexible because trains are limited to moving on rails, trains can only be used to carry freight and passengers where there are rails. Another disadvantage of rail transportation is that loading a train is time and labor intensive. For example, many goods transported from a factory are often first loaded by hand onto a truck at the factory, transported by truck to a railway yard, unloaded from the truck, and then loaded by hand onto the train. To maximize the cost and efficiency of trains, this process is repeated many times to prepare several train cars for simultaneous transportation as a single train part. However, the train cars must then be organized and connected in a specific order before the train car leaves. These are typically grouped based on their final destination, with train cars destined for the same final destination connecting together. At each final destination, the goods are manually unloaded from the train wagon and loaded onto the transportation vehicles. Therefore, a system and method for transporting loads and people that addresses the above problems is needed. NOTES ON CONSTRUCTION The use of the terms "a" and "the" and similar terms in the context of the disclosure of the invention are to be construed to include singular and plural, unless otherwise stated herein or the context clearly indicates otherwise. The terms "comprising", "having", "including" and "comprising" are to be construed as open-ended terms (i.e., unless otherwise specified). The terms "substantially", "generally" and other words of degree are used as such modified The use of such terms in describing a physical or functional attribute of the invention is not intended to limit such attribute to the absolute value that the term modifies, but rather to provide an approximation of the value of such physical or functional attribute. The term "operatively attached" refers to a relationship in which the structures involved are fixed or attached to each other through directly or indirectly intervening structures, as well as to movable and rigid attachments or relationships, unless otherwise stated herein or clearly indicated by the context, in which the structures involved are intended by virtue of that relationship. It is an addition, combination or connection of the type that allows it to work. Any and all examples or exemplary language (e.g., "like" or exemplary) are intended to illustrate and not to impose a limitation on the scope of the invention. Nothing in the specification should be construed as indicating any element essential to the practice of the invention unless otherwise stated. BRIEF DESCRIPTION OF THE INVENTION The above and other needs is served by a train system comprising a train element comprising a single train car configured to move along a rail system, each train element including an enclosed first occupancy zone located at a first end of the train car and a flat car section. The flat car section includes a progressive loading zone located at a second end of the train car opposite the first occupancy zone. The loading zone is further configured to allow a vehicle to be driven onto the flat car section and subsequently carried by the train car. a drive system configured to move the train element along the train; and a control system configured to autonomously control the operation of the train car. A sensor system collects sensor data and provides the sensor data as inputs to the control system. Sensor data is used by the control system to operate the train car. Finally, a power system provides power to the drive system and control system independently. In certain embodiments, the train system includes two or more train elements configured to be digitally interconnected to form a digital train. In some cases, a first of two or more train elements, the digital train, is a main train element that guides another of the two or more train elements as they move along the rail system in a first direction. However, the digital train is the main train element that guides another of the two or more train elements, while a second of the two or more train elements moves along the rail system in a second direction. In certain preferred embodiments, the control system of the master train at least partially controls the speed and direction of at least one slave train element. In some embodiments, two or more train elements are each provided with a unique identifier (e.g., a QR code) that can be wirelessly identified by the sensor system of the other of the two or more train elements at a predefined distance. In some embodiments, two or more train elements each move along an open railway network, and each train element may be individually programmed with a unique heading. According to certain embodiments of the invention, the flat wagon section is closed. In certain embodiments, a second (preferably closed) occupancy zone is positioned between the first (preferably closed) occupancy zone and the flat car section. In some embodiments, the flat car section consists of a first flat car joined at a joint joint to a second flat car section such that the longitudinal axes of the first flat car section and the second car section are parallel with each other end when the flat car section moves along a straight portion of the rail system. and when the straight car section moves along a curved portion of the rail system, the straight car section is bent at the articulated joint such that the longitudinal axis of the first straight car part is not parallel with the longitudinal axis of the second straight car part. The flatcar portion of the train element may include a deck configured to pivot toward a rail of the rail system at an angle (O) to enable the drive of a vehicle onto the progressive loading zone from one side of the rail system. Angle (O) can be between 0° and 30°. In certain preferred embodiments, the first occupancy zone includes an aerodynamic closed nose cone configured to accommodate one or more passengers. In certain embodiments, a vehicle restraint is provided for removably attaching a vehicle to the flat car section. Additionally, the above and other needs are met through a method of operating train elements. The method includes the following steps: providing an open rail system of two or more of said train elements; providing a journey plan for each of two or more train elements containing instructions for moving along the open rail system toward a first direction; moving two or more train elements independently of each other along a portion of the rail system; and autonomously interconnecting two or more train elements to form a digital train according to the instructions provided by the journey plans. In certain cases, the digital train includes a master train element that guides the digital train and at least one slave train element that follows the master train element. In these cases, the main train element determines the speed and direction of each train element of the digital train. In some cases, at least one of the two or more train elements is configured to move along the rail system to a targeted second destination after reaching the first destination. In some of these cases, train elements are automatically grouped into two separate groups that are joined together as a single team. Groups are preferably formed based on the first direction and second direction of the train elements, such that train elements with the same first and second direction form a team and are adjacent to each other in the digital train. In some embodiments, before the first direction, wherein the first direction divides the portion of the rail system on which the digital train travels into two or more separate routes, including a first route and a second route, wherein the first route is directed to the second direction of at least one of the two sets, and The second route leads to a second destination of a second of the at least two sets, the digital train splitting to form two digital trains, each containing one of the at least two sets and each guided by a different master train element. According to certain embodiments, the method further includes the step of creating substantially uniform mating gaps of a first length between each adjacent pair of train elements within the digital train. The method may further include creating a separation gap having a second length between two digital trains, wherein the second length is greater than the first length. In some embodiments, at least one of the first length and the second length is aligned. In order to facilitate understanding of the invention, preferred embodiments of the invention as well as the best mode known to the inventors for carrying out the invention are shown in the figures and a detailed description thereof is given below. However, the invention is not intended to be limited to the particular embodiments disclosed or to use in connection with the apparatus illustrated herein. Therefore, the scope of the invention contemplated by the inventor includes all equivalents of the subject matter described herein as well as various modifications and alternative embodiments such as would normally be encountered by a person skilled in the art to which the invention relates. The inventor expects those skilled in the art to use such variations as they deem appropriate, including in the practice of the invention, unless specifically described herein. Additionally, any combination of the elements and components of the invention disclosed herein in any possible variations are encompassed by the invention unless otherwise stated herein or expressly excluded by the context. BRIEF DESCRIPTION OF THE DRAWINGS Presently preferred embodiments of the invention are shown in the accompanying drawings, wherein like reference numerals represent like parts thereof, and wherein: Fig. 1 shows a train car having a flat car section for trailer storage area according to a first embodiment of the present invention. showing a side elevation view; Figure 2 is a top plan view showing a train carriage having an articulated flat carriage section according to a second embodiment of the present invention; Figure 3 is a top plan view showing a train car having a rotating flat car section according to a third embodiment of the present invention; Figures 4 and 5 show a rail system having controlled sections and open sections according to an embodiment of the present invention; Figure 6 shows a controlled portion of a railway network according to an embodiment of the present invention; Figure 7 shows a remote control train system according to an embodiment of the present invention; Figure 8 shows a digital train created by two teams operating in a travel mode; Figure 9 shows the digital train of Figure 8 operating in a split mode; and Fig. 10 shows the digital train of Fig. 8 operating in a decoupling mode at a diverter joint. DETAILED DESCRIPTION OF THE INVENTION This description of preferred embodiments of the invention is intended to be read in conjunction with the attached drawings, which should be considered part of the entire written description of this invention. It is not necessary for the figures to be scaled, and certain features of the invention may be shown in enlarged scale or otherwise in schematic form for the sake of clarity and conciseness. With first reference to Figure 1, there is provided a train system 100 according to a first embodiment of the present invention. The train system 100 includes a train element consisting of only a single train car 102, wherein the train car is one of the train cars. The train wagon (102) preferably provides and directs its own power and therefore includes a first usage area (104) positioned at its first end (106) and a flat wagon section (108) positioned at a second end (110) of the train wagon opposite the first end. In preferred embodiments, the drive system (112) is completely provided with a drive system (112) for moving the train along the rails (114) and a control system (116) for providing at least partially automated control of the train (in other words, computer control). The train car (102) provides at least one means for driving the train car, which may include an electric drive system, a diesel drive system, or a hybrid drive system, provided with a sensor system (118) that collects sensor data, wherein the data transmits the train car. They are also provided as inputs to the control system 116 for use in operating other train cars that move with the train car and are digitally connected, but not physically connected, to the train car. A power system 120, which may include one or more electric motors, provides power to the wheels of the train car 102. In preferred embodiments, each train car 102 provides its own power and is therefore provided with its own independent power system 120. This may include, for example, batteries 122, diesel engine, and the like. The batteries 122 may be recharged by a diesel engine/generator, power line (e.g., overhead line 124 , third rail, and the like), regenerative braking, renewable energy sources (e.g., solar cell, wind turbine), and the like. In preferred embodiments, the flatcar section 108 provides space for and stores commercial or passenger vehicles and may be closed or open. The flat car section 108 includes a progressive loading zone 126, such as a docking ramp, that allows a vehicle 128 to be driven directly onto or away from the train car 102. In certain preferred embodiments, the flatcar section 108 is sized and configured to accommodate a standard semitrailer (i.e., a 53-foot trailer) while detached from or still attached to the tractor unit 130 . In the embodiment of Figure 1, the flatcar section 108 is formed by a single continuous deck sized to allow an entire tractor trailer to be driven onto the flatcar section 108. However, in other embodiments, as shown in Figure 2, the flat car section is divided into a first flat car section (108A) and a second flat car section (108B) that are joined together at an articulating joint 136. This articulated version of the flat car section is wheeled vehicles of all types (140) with reference to Fig. 3. ) can be driven directly onto the flat wagon section (108) via the progressive loading zone (126). This may occur, for example, by means of a ramp, pit loading dock or other suitable structures (142). A turntable that rotates on or away from it at an angle (O) (relative to a longitudinal axis of the train carriage 102), which is preferably between 0° and 30°, but may be as large as 90° or more, to facilitate the propulsion of the vehicle (140). It can be provided with a flat wagon section (108) having (138). The flat wagon section (108) can be provided with a fender lock (132) (shown in Figure 1) that connects a part of the fender or the other part of the vehicle (128, 140) to fix the vehicle on the flat wagon section (108). Additionally, in the case of semitrailers 128, a selectively expandable fifth wheel (not shown) may be provided to engage a kingpin of the trailer when the tractor unit is removed from the trailer. Other embodiments of the invention may include tire locks or straps, recessed areas formed on the upper surface of the flat wagon section (108) to protect the tires of the vehicles, movable wheel chocks and other similar devices for fixing a vehicle to the flat wagon section. The first operating area 104 is preferably located in a forward or forward section of the train car 102 and is configured as an aerodynamic (i.e. rounded) nose cone that can be configured as a mechanical area to accommodate equipment or as a passenger area to accommodate passengers. A train car 102 having a commercial type first usage area 104 is shown in Figure 1. The first usage area 104 used in this embodiment preferably has space for equipment including the drive system 112, control system 116, sensor system 118 and power system 120 (or parts thereof) as well as limited personnel. . A train car 102 having a passenger configuration that includes a first use zone 104 used solely as a mechanical space, as well as a second use zone 134 used for passengers is shown in Figure 3. The first and second use zones ( 104, 134), beds for one or more passengers, bathroom and shower facilities, entertainment facilities (e.g. television) and kitchen facilities. Other features may be provided with on-board water sources and storage tanks (e.g. hot, grey, black water). In use, the single train car 102 may include other convenient features such as a power inverter for providing AC power, wireless Internet access, and the like, by driving the vehicle directly onto the flat car section 108 via the progressive loading zone 126. (e.g. trailer 128 and tractor unit 130 shown in Figure I; or passenger vehicle 140 shown in Figure 3). Passengers of the vehicle can stay on the train car (102) in any of the first or second usage areas (104, 134). This will allow a family to carry their vehicle with them, for example, when traveling by train car. Use zones 104, 134 may also be used by operators of a commercial vehicle (e.g., drivers of tractor trailers) or operators of train car 102. However, as briefly explained above and further detailed below, it is preferable for the train car 102 to be completely self-powered and self-operating through computer controls such that limited or zero input from a local or remotely located operator is required for the train car 102 to be transported. is done. In preferred embodiments, each single train car 102 of the present invention can operate independently of all other train cars and is physically dismountable. Advantageously, the self-powered and self-controlled train car (102) of the present invention allows the train car to move in its direction as soon as the vehicle, shipment, etc. is loaded onto the flat car section (108). This therefore avoids the delays and costs associated with waiting for multiple train wagons to be prepared, arranging them in a particular order, and then transporting all train wagons at the same time. Instead, a single train car 102 can move to its intended destination as soon as it is loaded. As further explained below, during this transportation process, train cars 102 moving in the same direction can be temporarily digitally connected together to form a team or a digital train, where the train cars of the train can share resources or information, train cars 102 in order to reduce energy use. It can offload certain guidance functions to other train cars within it and arrange themselves very close together to reduce the pulling resistance on each of the cars and make the train more energy efficient. Referring to Figures 4 and 5, a railway network 150 is shown according to an embodiment of the present work comprising controlled sections 152 and open sections 154. Controlled sections 152 include, for example, loading and unloading areas, railway stations and An exemplary controlled section 152 of the railway network 150 is provided in Figure 6, where train wagons 102, including the like, are generally carefully controlled and generally moved over short distances at slow speeds. The illustrated controlled portion 152 includes a warehouse 156 and the like, from which goods can be received or shipped via train cars 102. Goods can also be first loaded onto trailers (128) and pulled by tractors (130) onto train wagons (102) for transportation. These trailers (128) can be stored in the storage area (158) with or without the truck (130). Similarly, passenger vehicles 140 may also be loaded into train cars by means of ramps 142 (or other similar loading devices, including pit loading docks) located in the storage area 158 or warehouse 156 (which may include, for example, a parking garage and the like). It can be driven on (102). On the other hand, with reference again to Figures 4 and 5, the open sections 154 are longer sections of the railway network 150 located between the controlled sections 152, where the train wagons 102 move long distances at high speeds. "Open The expression "railway network" and the term "open" when used to describe a part of a railway network exclude closed loops or sections of rail of a railway network, where the route taken by train carriage 102 is static and cannot be customized and cannot be changed from one journey to the next. In preferred embodiments, train wagons (102) can be partially or completely controlled by an operator in the controlled sections (152) of the railway network (150). The train wagons (102) and the railway network (150) are completely autonomous in their open parts (154). Preferably, a train wagon, a controlled section (152), an open section (154) or a control or open section of the railway network. geofencing function (shown with dashed and solid boxes) to alert the operator in or away from train cars when the operator enters or leaves the section below the section (e.g. 154A, 154B, 154C), other location detection capabilities (gateways "A", "B", "C" and so on) and so on. While each train car 102 can move to its destination on its own, there are certain advantages to multiple train cars moving together along the railway network 150, including maximizing space on the railway network. Therefore, in preferred embodiments, the train cars 102 are configured to join together to form the digitally connected but not physically connected train. As the term is used throughout this specification, a digitally connected train, or more simply a "digital train", means trains that are not in physical contact with each other but are driven at substantially uniform speed and with substantially uniform spacing between each adjacent pair of train cars 102. It refers to a collection or grouping of self-powered single train carriages moving together, at least temporarily, simultaneously along a section of the railway network 150. Digitally connecting the train cars 102 eliminates the waiting time and expense for loading and preparing a complete train of train cars for shipment, and also eliminates the time and expense for arranging the train cars and subsequently connecting them together. With reference to Figure T, with the built-in control system 116 (Figure 1) to fully or partially control individual train cars 102 and digital trains 162 formed by two or more digitally connected train cars according to an embodiment of the present invention. A remote train control system 160 is provided for interoperability (sometimes, but not necessarily). In preferred embodiments, the control system (160) includes one or more computer systems (164) that communicate with each other over a network (168) (e.g., Internet, internal network, external network, cellular, Wi-Fi, and the like). Preferably, all communication over the network (168) is encrypted. The control system (160) preferably provides the current speed and speed information about the train wagons (102) and trains (162, 166) relative to other train wagons and trains, allowing train wagons and trains to coordinate with each other in order to operate on the same railway network (150). Location data also provides information over the network (168), such as heading information. For example, by using the information obtained from the train control system (160), the train wagons (102) are directed to other directions (other directions) that prevent collision with other train wagons or trains (162, 166) located on the same railway network (150) but moving in the opposite direction or at different speeds. In other words, Trip Plans) can plan routes. In another example, using information obtained from the train control system 160, train cars 102 can identify and search for other train cars moving in the same direction and combine these train cars to form a team. In preferred embodiments, train cars 102 are provided with a sensor 118 that includes visual and proximity detectors (e.g., laser, camera, and the like) to scan and identify hazards along the railway. The control system 116 is preferably configured to automatically respond to these hazards. The sensor system 118 is also configured to scan and identify other train cars. The sensor system 118 is preferably configured to detect the distance and speed of nearby train cars. Providing this information to the control system 116 allows the train cars 102 to match the speed, direction, brakes, etc. of other train cars in order to form a team or operate as such. Preferably, control and sensor systems (116, 118) use signs or other indicators (174) on other train wagons (102) or near the rails (114) to identify information about the rail system (150) or other train wagons (102) (Figure 4) is configured to read (e.g. identification of QR codes). The indicators may include, for example, directional or speed control signals, level information, turning radius information, position signals, and the like. Using this information as an input, the control system 116 is preferably configured to automatically and safely guide the train car 102 towards the intended direction and to join and separate sets of other train cars as appropriate. With further reference to Figures 4 and 5 and further reference to Figures 8-10, several individual train cars 102 are shown moving in the same direction along the open section 154 as a team 162. Preferably a team 162 When formed, individual train cars 102 are automatically grouped or positioned within the set depending on their intended direction. For example, in this particular embodiment, the first three train cars 102 in the set 162 (the three rightmost train cars shown in Fig. 4), B, It moves to Passes C and D and is grouped into the first subcarriage 162' (Figure 8). After passing through Pass D the three train cars 102 will separate from each other and continue to move separately to Passes F, G and H. However, since all of the train cars 102 are initially connected to Passage D, they are grouped into the first subset 162' within set 162, the fourth and fifth train cars of set 162 (the width shown in Figure 4). the two cars on the left) also move towards Passes B and C, but move to Passage E instead of Passage D as the second undercarriage (162") (Figure 8). They are grouped because each of these train cars 102 initially moves into Passage C. However, because they are connected towards Passage E rather than Passage D, they are placed within the second subcarriage 162". Even other subcars, or subcars within subcars, are directed in the direction of each of the constituent train cars 102 of the platoon 162". Preferably, when a set 162 is formed, the leading train car 102 functions as a "master" train car and the other train cars following the main train car are "slave" train cars 102. , provides information to the slave train cars wirelessly (e.g., via a well-traveled 3G/4G/5G cellular network) and preferably controls the speed and direction of the slave train cars (i.e., partially or completely, the slave train cars 102) also provides a. The heading of a train car 102 as a "master" or "slave" may change under several situations. For example, if the team (162) moves in one direction, the leading train car (102) will function as the main train car followed by the dependent wagons. However, if the team 162 changes direction (in other words, moves in the opposite direction), the rearmost train car 102 can be configured to function as the main train car. Preferably, to reduce the energy use of the team 162, the sensor systems 118 of the slave train cars 102 are partially or completely disconnected when a main train car takes control of the team. Instead, the team 162 relies on the sensor system 118 of the main train car 102 to make observations (e.g., forward-looking and backward-looking observations) and then make speed, direction, and other decisions for all train cars in the team based on these observations. . For example, if a danger is observed on an approaching part of the rails (114) by the sensor system (118) of the main train wagon (102), the control system (116) of the main train wagon automatically responds to this danger (e.g. by slowing down, stopping, etc.). and can be configured to cause each of the slave train cars to respond in a similar manner. In another example, the sensor system 118 of the main train car 102 may observe signals regarding a position, junction, etc., and then in response to this information, the control system 116 gives an appropriate response depending on the direction of the train car (e.g., turn left, turn right). In some embodiments, observations by the sensor system (118) of the main train car (102) are wirelessly transmitted to a follower train car (e.g., the train car immediately following the train behind the main train car), and then this control system (116) of the follower train car, alone This makes any necessary adjustments to the train car. Information may be sent backwards per train car along team 162 . To further reduce the energy use of the plateau 162, when a set 162 is formed, the train cars 102 are preferably arranged to provide a first space 170 between each adjacent train car such that the set resembles a conventional train formed by physically connected train cars. are spaced closely together. Preferably the first gap (170) is between 10 and 20 feet. Spacing adjacent train cars 102 close together within the team 162 reduces the tensile resistance on each of the train cars following the leading train car. Similarly, to increase security, a minimum of a second space 172 is preferably provided between each adjacent set 162. By providing this minimum second space 172, a team 162 will have sufficient time to observe and respond to an upcoming problem (e.g., a future accident involving the team). Preferably the second gap (172) is at least 600 feet. Advantageously, since the train cars 102 are not physically connected to each other, a much shorter stopping distance is required to stop them than for a typical freight train, which may be approximately 1/2 mile (approximately 2,500 feet). When the number and configuration of the sets 162 change, different train cars 102 within these sets can operate as the main train car. If a single team (162) is divided into two separate teams, a second leading train car (102) will be shown as the main train car of the second team and the original leading train car will remain the main train car of the first team. This process is shown in Figures 4 and 8-10. As shown in Figures 4 and 8, the open section 154 includes a first section 154A wherein the assembly 162 operates in a travel mode. The travel mode is is the standard mode of operation of a team 162, wherein each train car 102 is separated from each adjacent train car by the first space 170. The train cars 102 preferably move at approximately the same speed and are guided by a main train. In general, the trains 162 operate in travel mode for the majority of the journey, however, as train cars 102 enter or leave the train, the train is reconfigured, for example. team separation when the team approaches a diverter joint point where one subcar (or even a single train car) is moving in one direction (e.g., North) and another sub-car (e.g., a single train car) is moving in another direction (e.g., South). must. This process is illustrated in Figures 4, 9 and 10, where the rail network 150 includes a separation section 154B and a division section 154C. In the separation section 154B, the undercarriage 162'' is separated from the undercarriage 162' to provide a second space 172 between them. The leading train car 102 of each is designated as the main train car and each respective subcar In the division section (154C), the undercarriage (162') is guided towards the Gate (D) by the main train car (102') at the deflector connection location. (102") towards Passage (E). In preferred embodiments, the train cars 102 are each configured to activate a "Trip Plan" containing a list of instructions for directing the train car to a destination. Preferably, the Trip Plans are partially depends on the information provided by the control system 160 as well as new information obtained during the trip, including updated information provided by the control system, as well as new information obtained from the onboard sensor system 118. When creating a team, travel plans for each can also be updated depending on information obtained by other train cars in the team. Accordingly, Journey Plans are preferably not static but may be updated as necessary to take into account new information (e.g. updated destination, new teaming opportunity), operating conditions (e.g. wildlife, weather and other hazards) and the like. In preferred embodiments, a secure log (e.g., a log using distributed ledger/blockchain technology) catalogs the location of each train car 102 and may contain an operational log of its movements. For example, an entry can be made in the journal when a train car meets or fails an objective or step in the Journey Plan, each time the Journey Plan is updated, and so on. The following is a sample Itinerary for a train car called "ABC": Step 1. Depart AI Dock Southbound at 9:35 am. Step 2. Accelerate and maintain 37 mph for 22 minutes. Step 3. At the "1234"m junction, switch to the southbound rail. Step 4. Accelerate and maintain 45 mph for 12 minutes. Step 5. Pass for 7 minutes to allow passage of the conventional train unit. Step 6 at 12. All the way - Accelerate and maintain 55 mph for 20 minutes. Step 7. Intercept train car "XYZ" and establish a digital link. Although this entire specification contains many details, they should not be construed as limiting the scope of the invention but merely as providing illustrations of some of the currently preferred embodiments thereof as well as the best mode contemplated by the inventor for carrying out the invention. The invention, as explained herein and stated in the claims, was carried out by persons skilled in the art to which the invention relates. Accept the control of the XYZ train wagon as the main train wagon. EFG Give control of ABC and XYZ train car to the main train car. Follow the EFG Main train car 1,345 miles to Pendleton, Oregon. Reactivate separate control and control of train car XYZ. Accelerate and maintain 45 mph for 23 minutes. slow down to mph. Park at 12 Dokuna at 01.12 am. As can be understood, it is sensitive to various modifications and adaptations.TR TR TR