Patent Publication Number: US-2021171069-A1

Title: Self-driving single-car train system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a divisional of Application Ser. No. 16/705,805, entitled SELF-DRIVING SINGLE-CAR TRAIN SYSTEM and filed Dec. 6, 2019, the entire contents of which is incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     This invention relates generally to transportation by rail. More particularly, the invention relates to self-powered single train cars and a digitally-linked multi-train car system for autonomous commercial and passenger transport over an open rail network. 
     BACKGROUND OF THE INVENTION 
     Daily transportation of bulk cargo and people, while necessary, requires significant limited resources, including time, manpower, expense, and space. In many locations, a large percentage of the daily road traffic consists of local commuters. As cities grow, local traffic becomes an increasingly bigger concern that must be addressed. Adding to the problem of handling daily local traffic, roadways must also be equipped to handle non-local traffic that is passing through area or that is leaving or entering the area from a remote location. This would include, for example, transportation of goods via large trailers and also tourist traffic. This impacts certain areas more than others. Areas that are impacted by this type of traffic includes those having heavily-trafficked interstate exchanges, those with manufacturing facilities that require goods to be shipped into and out of the area, and areas with tourist locations. 
     A common response to these traffic problems is to expand the capacity of roadways (e.g., adding vehicle lanes, etc.). However, this solution is costly and requires significant planning and time to implement. Additionally, construction sites are dangerous and are a disruption to normal traffic patterns that often lasts for years. Other methods for alleviating traffic issues is to make roadways, vehicles and driving patterns more effective at responding to traffic. For example, certain cities have constructed special express lanes that are reserved for one group of vehicles (e.g., local traffic) while leaving standard roadways for other traffic (e.g., non-local/interstate traffic). 
     More recently, the idea of platooning vehicles has arisen as a possible solution for traffic issues. Vehicle platooning is a proposed method for partially or fully autonomously operating a group of road vehicles together, with narrow gaps provided between adjacent vehicles. Platooning is proposed to reduce fuel consumption, improve safety and traffic efficiency, etc. A number of vehicle platooning systems have been proposed, including Project SARTRE (Safe Road Trains for the Environment), which defines a platoon (or “road train”) as a collection of electronically-linked “slave vehicles” that automatically follow a manually-driven heavy lead vehicle on conventional roadways. Another project, PATH, has focused on platooning fully automated heavy trucks in a close formation and in a dedicated lane of traffic in order to increase traffic capacity, reduce energy costs, and to improve safety. To be automated, many of these proposed systems require sophisticated sensor systems that provide both longitudinal control (i.e., controlling the distance between one vehicle and vehicles adjacent that vehicle) and lateral control (i.e., controlling the positioning of the vehicle within traffic lanes) of the vehicles. In other cases, extensive modifications or additions to the existing road surface are required (e.g., magnetic markers for use in the lateral control of vehicles, dedicated traffic lanes). 
     Finally, transportation of bulk cargo and people via rail has also been used in the past. Typically, trains are comprised of several train cars that are linked together and that hold cargo and passengers. These cars are pulled along train tracks by one or more locomotives. Transportation of cargo by rail is typically more fuel efficient and more economical than transportation of that cargo by road vehicle. This is particularly true when large cargo loads are transferred over long distances, but is not true for small loads or short distances. For this reason, transportation by rail is often reserved for long distance travel of large loads. A main disadvantage of rail transport is the lack of flexibility. Since trains are confined to travel on rails, trains may only be used to transport cargo and passengers where rails exist, whereas transport by road is highly flexible. 
     Another disadvantage of rail transport is that loading a train is time and labor intensive. For example, many goods transported from a factory are often initially loaded onto a truck at the factory by hand, transported to a rail yard on the truck, unloaded from the truck and then loaded onto the train by hand. To maximize cost and efficiency of the train, this process is repeated numerous times to prepare several train cars for simultaneous transport as part of a single train. However, before the train can depart, the train cars must then be organized and connected in a specific order. They are typically grouped based on their final destination, with train cars intended for the same final destination being connected together. At each of the final destinations, goods are, again, manually unloaded from the train car and loaded onto transport vehicles. 
     What is needed, therefore, is a system and method for transporting cargo and people that addresses the above issues. 
     NOTES ON CONSTRUCTION 
     The use of the terms “a”, “an”, “the” and similar terms in the context of describing the invention are to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The terms “comprising”, “having”, “including” and “containing” are to be construed as open-ended terms (i.e., meaning “including, but not limited to,”) unless otherwise noted. The terms “substantially”, “generally” and other words of degree are relative modifiers intended to indicate permissible variation from the characteristic so modified. The use of such terms in describing a physical or functional characteristic of the invention is not intended to limit such characteristic to the absolute value which the term modifies, but rather to provide an approximation of the value of such physical or functional characteristic. 
     Terms concerning attachments, coupling and the like, such as “connected” and “interconnected”, refer to a relationship wherein structures are secured or attached to one another either directly or indirectly through intervening structures, as well as both moveable and rigid attachments or relationships, unless specified herein or clearly indicated by context. The term “operatively connected” is such an attachment, coupling or connection that allows the pertinent structures to operate as intended by virtue of that relationship. 
     The use of any and all examples or exemplary language (e.g., “such as” and “preferably”) herein is intended merely to better illuminate the invention and the preferred embodiment thereof, and not to place a limitation on the scope of the invention. Nothing in the specification should be construed as indicating any element as essential to the practice of the invention unless so stated with specificity. 
     BRIEF SUMMARY OF THE INVENTION 
     The above and other needs are met by a train system that includes a train element consisting of a single train car configured to travel along a rail system. Each train element includes an enclosed first use area located at a first end of the train car and a flat car section. The flat car section includes a drive-on loading area located at a second end of the train car opposite the first use area. The loading area is configured to enable a vehicle to be driven onto the flat car section and then transported by the train car. The train elements also include a drive system configured to move the train element along the rail system 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. The sensor data is used by the control system in operating the train car. Lastly, a power system independently powers the drive system and control system. 
     In certain embodiments, the train system includes two or more train elements that are configured to be digitally connected together to form a digital train. In some cases, a first one of the two or more train elements is a master train element that leads the other of the two or more train elements when the digital train is traveling along the rail system in a first direction. However, when the digital train is traveling along the rail system in a second direction, a second one of the two or more train elements is the master train element that leads the other of the two or more train elements. In certain preferred embodiments, the control system of the master train at least partially controls the speed and direction of the at least one slave train element. In some embodiments, each of the two or more train elements is provided with a unique identifier (e.g., a QR code) that is wirelessly detectable by the sensor system of the other of the two or more train elements within a predefined distance. In some embodiments, each of the two or more train elements travel along an open rail network and each train element may be separately programmed with a unique destination. 
     According to certain embodiments of the invention, the flat car section is enclosed. In certain embodiments, a second (preferably enclosed) use area is located between the first (preferably enclosed) use area and the flat car section. In some embodiments, the flat car section includes a first flat car section joined, at a articulating joint, to a second flat car section such that, when the flat car section travels along a straight portion of the rail system, longitudinal axes of the first flat car section and second flat car section are parallel with one another and, when the flat car section travels along a curved portion of the rail system, the flat car section flexes at the articulating joint such that the longitudinal axis of the first flat car section is not parallel with the longitudinal axis of the second flat car section. The flat car section of the train element may include a deck that is configured to rotate towards a rail of the rail system by an angle Θ to allow a vehicle to be driven onto the drive-on loading area from a side of the rail system. The angle Θ may be between 0° and 30°. In certain preferred embodiments, the first use area comprises an aerodynamic enclosed nosecone configured to house one or more passengers. In certain embodiments, there is provided a vehicle restraint for removably connecting a vehicle to the flat car section. 
     Additionally, the above and other needs are met by a method for operating train elements. The method includes the following steps: providing an open rail system and two or more of said train elements; providing a trip plan for each of the two or more train elements that includes instructions for traveling along the open rail system to a first destination; moving the two or more train elements, independently of one another, along a portion of the rail system; and autonomously coupling the two or more train elements together to form a digital train according to instructions provided by the trip plans. In certain cases, the digital train includes a master train element that leads the digital train and at least one slave train element following the master train element. In those cases, the master 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 travel along the rail system to an intended second destination after reaching the first destination. In certain of those cases, train elements automatically group into two separate groups that are joined together as a single platoon. The groups are preferably formed based on the first destination and second destination of the train elements, such that train elements having the same first and second destination form a platoon and are adjacent one another in the digital train. 
     In some embodiments, prior to the first destination, which first destination divides the portion of the rail system on which the digital train is traveling into two or more separate routes, including a first route and a second route, where the first route leads to the second destination of one of the at least two platoons and the second route leads to the second destination of a second of the at least two platoons, the digital train is decoupled to form two digital trains that each include one of the at least two platoons and that are each led by a different master train element. According to certain embodiments, the method further includes the step of forming substantially uniform couple gaps of a first length between each adjacent pair of train elements in the digital train. The method may further comprise forming a decouple gap having a second length between the 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 are speed dependent. 
     In order to facilitate an understanding of the invention, the preferred embodiments of the invention, as well as the best mode known by the inventor for carrying out the invention, are illustrated in the drawings, and a detailed description thereof follows. It is not intended, however, that the invention be limited to the particular embodiments described 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 ordinarily occur to one skilled in the art to which the invention relates. The inventor expects skilled artisans to employ such variations as seem to them appropriate, including the practice of the invention otherwise than as specifically described herein. In addition, any combination of the elements and components of the invention described herein in any possible variation is encompassed by the invention, unless otherwise indicated herein or clearly excluded by context. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The presently preferred embodiments of the invention are illustrated in the accompanying drawings, in which like reference numerals represent like parts throughout, and in which: 
         FIG. 1  is a side elevation view depicting a train car having a flat car section for trailer storage area according to a first embodiment of the present invention; 
         FIG. 2  is a top-plan view depicting a train car having an articulating flat car section according to a second embodiment of the present invention; 
         FIG. 3  is a top-plan view depicting a train car having a rotating flat car section according to a third embodiment of the present invention; 
         FIGS. 4 and 5  depict a rail system having controlled portions and open portions according to an embodiment of the present invention; 
         FIG. 6  depicts a controlled portion of a rail network according to an embodiment of the present invention; 
         FIG. 7  depicts a remote control train system according to an embodiment of the present invention; 
         FIG. 8  depicts a digital train formed by two platoons operating in a commuting mode; 
         FIG. 9  depicts the digital train of  FIG. 8  operating in a decoupling mode; and 
         FIG. 10  depicts the digital train of  FIG. 8  operating in a separation mode at a diverging junction. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     This description of the preferred embodiments of the invention is intended to be read in connection with the accompanying drawings, which are to be considered part of the entire written description of this invention. The drawings are not necessarily to scale, and certain features of the invention may be shown exaggerated in scale or in somewhat schematic form in the interest of clarity and conciseness. 
     With initial reference to  FIG. 1 , there is provided a train system  100  according a first embodiment of the present invention. Train system  100  includes a train element that consists exclusively of a single train car  102 , which train car includes a first use area  104  that is located at a first end  106  of the train car and a flat car section  108  that is located at a second end  110  of the train car opposite the first end. Train car  102  is preferably self-powered and self-directing and, therefore, is provided with a drive system  112  for moving the train along rails  114  and a control system  116  for providing at least partial automated control (i.e., computer control) of the train. In preferred embodiments, drive system  112  provides at least one means for driving the train car, which may include an all-electric drive system, a diesel drive system, or a hybrid drive system. Train car  102  is provided with a sensor system  118  that collects sensor data, which data is provided, as inputs, to the control system  116  for use in operating the train car as well as other train cars that are traveling with the train car, and that are digitally linked 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  is self-powered and, therefore, is provided with its own independent power system  120 . This may include, for example, batteries  122 , diesel engine, etc. Batteries  122  may be recharged by a diesel engine/generator, power line (e.g., overhead line  124 , third rail, etc.), regenerative braking, renewable energy sources (e.g., solar cell, wind turbine), etc. 
     In preferred embodiments, flat car section  108  accommodates and stores commercial or passenger vehicles and may be enclosed or open. Flat car section  108  includes a drive-on loading area  126 , such as an onboarding ramp, that enables a vehicle  128  to be driven directly onto and off of the train car  102 . In certain preferred embodiments, flat car section  108  is sized and configured to receive a standard semi-trailer (i.e., a 53 foot trailer) separated from tractor unit  130  or while it is still attached to the tractor unit. In the embodiment of  FIG. 1 , the flat car section  108  is formed by a single continuous deck that is sized to allow an entire tractor-trailer to be driven onto the flat car section  108 . However, as shown in  FIG. 2 , in other embodiments flat car section is divided into a first flat car section  108 A and a second flat car section  108 B that are joined together at an articulating joint  136 . This articulating version of the flat car section enables the train car to be loaded with longer loads (e.g., tractor and 53 foot trailer) and for those loads to be carried on railways having tighter turning radii than would be possible without the articulating joint  136 . 
     With reference to  FIG. 3 , wheeled vehicles  140  of all types may be driven directly onto the flat car section  108  via drive-on loading area  126 . This may occur, for example via a ramp, sunken loading dock, or other suitable structure  142 . Certain embodiments of the invention may be provided with a flat car section  108  having a rotating deck  138  that rotates by an angle Θ (with respect to a longitudinal axis of the train car  102 ), which is preferably between 0° and 30°, but could be as much as 90° or more) to facilitate vehicle  140  driving onto and off of the train car  102 . Flat car section  108  may be provided with a bumper lock  132  (shown in  FIG. 1 ), which engages a portion of the bumper or other portion of vehicle  128 ,  140  to secure the vehicle on the flat car section  108 . In addition, in the case of semi-trailers  128 , a selectively extendable fifth wheel (not shown) may be provided to engage a king pin of the trailer when the tractor unit is disconnected from the trailer. Other embodiments of the invention may include tire locks or straps, recessed areas formed in the top surface of the flat car section  108  for cradling tires of vehicles, moveable wheel chocks, and other similar devices for securing a vehicle to the flat car section. 
     First use area  104  is preferably located at a forward or head section of train car  102  and is formed as an aerodynamic (i.e., rounded) nosecone that may be configured as a mechanical area to hold equipment or as a passenger area to hold passengers. A train car  102  having a commercial-type first use area  104  is depicted in  FIG. 1 . The first use area  104  used in this application preferably has room for equipment, including the drive system  112 , control system  116 , sensor system  118 , and power system  120  (or portions thereof), as well as limited personnel. A train car  102  having a passenger configuration that includes first use area  104 , which is used exclusively as a mechanical room, as well as second use area  134 , which is used for passengers, is depicted in  FIG. 3 . First and second use areas  104 ,  134  may be provided with sleeping bunks for one or more passengers, bathroom and shower facilities, entertainment amenities (e.g., television), and kitchen facilities. Other features may include onboard water supplies and storage tanks (e.g., hot, grey, black water), water purification, and other convenience features such as power inverter for providing AC power, wireless internet access, etc. 
     In use, the single train car  102  may be loaded with a vehicle (e.g., trailer  128  and tractor unit  130 , shown in  FIG. 1 ; or passenger vehicle  140 , shown in  FIG. 3 ) by driving the vehicle directly onto the flat car section  108  via drive-on loading area  126 . Occupants of the vehicle may remain on the train car  102  in either of the first or second use areas  104 ,  134 . This would enable a family, for example, to transport their vehicle with them as they travel by train car. The use areas  104 ,  134  could also be occupied by operators of a commercial vehicle (e.g. drivers of tractor trailers) or operators of the train car  102 . However, as briefly discussed above and as further detailed below, it is preferable that the train car  102  be fully self-powered and self-operated via computer controls such that limited or no input from an operator, located onboard or remote, is required for train car  102  to be transported. 
     In preferred embodiments, each single train car  102  of the present invention is capable of operating independently and physically decoupled from all other train cars. Advantageously, the self-powered and self-controlled train car  102  of the present invention enables the train car to travel to its destination as soon as the vehicle, shipment, etc. has been loaded onto the flat car section  108 . This, therefore, avoids the delays and costs associated with waiting for multiple train cars to be prepared, arranging those train cars into a particular order, and then transporting all of the train cars at the same time. Instead, as soon as a single train car  102  is loaded, it may depart to its intended destination. As further described below, during that transport process, train cars  102  that are traveling in the same direction may be temporarily digitally linked together to form a digital platoon or a digital train, where the train cars of the train may share resources or information, may offload certain guidance functions to other train cars within the train in order to reduce energy usage, and may arrange themselves in close proximity to one another to reduce drag on each of the cars in the platoon and to make the train more energy efficient. 
     With reference to  FIGS. 4 and 5 , there is a shown a rail network  150  according to an embodiment of the present invention that includes controlled portions  152  and open portions  154 . Controlled portions  152  are relatively small sections of the rail network  150 , where train cars  102  are generally carefully controlled and are generally moved short distances at slow speeds, including, for example, loading and unloading areas, train stations, etc. An exemplary controlled portion  152  is provided in  FIG. 6 . The illustrated controlled portion  152  includes a warehouse  156 , etc., where goods may be received or shipped from on train cars  102 . Goods may also be first loaded onto trailers  128  and hauled by tractors  130  onto train cars  102  for transport. These trailers  128  may be stored with or without the truck  130  in storage area  158 . Similarly, passenger vehicles  140  may also be driven onto train cars  102  via ramps  142  (or other similar loading devices, including sunken loading docks) located at storage area  158  or warehouse  156  (which could include, for example, a parking garage, etc.). 
     On the other hand, with reference again to  FIGS. 4 and 5 , open portions  154  are longer sections of the rail network  150 , found between controlled portions  152 , where train cars  102  travel long distances at high speeds. The phrase “open rail network” and the term “open”, when used to describe a portion of a rail network, exclude closed rail loops or portions of a rail network where the route taken by the train car  102  is static and is not customizable or cannot be altered from one trip to the next trip. In preferred embodiments, train cars  102  may be partially or fully controlled by an operator in the controlled portions  152  of the rail network  150 . However, upon exiting the controlled portion  152 , train cars  102  are preferably fully autonomous in the open portions  154  of the rail network  150 . Train cars  102  and rail network  150  are preferably provided with geo-fencing functionality (illustrated by dashed and solid boxes), other location detection capabilities (such as gates “A”, “B”, “C”, etc.), etc. to alert operators, either onboard the train cars or remote from the train cars, when a train car is entering or leaving a controlled portion  152 , an open portion  154 , or sub-section (e.g.,  154 A,  154 B,  154 C) of a controlled or open portion of the rail network. 
     While each train car  102  is capable of traveling to its destination by itself, there are certain advantages in multiple train cars traveling together along the rail network  150  together, including maximizing space on the rail network. For this reason, in preferred embodiments, train cars  102  are configured to join together to form a digitally- but not physically-linked train. As the term is used throughout this description, a digitally-linked train or, more simply, a “digital train” refers to a collection or grouping of self-powered single train cars  102  that are not in physical contact with one another but that are, at least temporarily, simultaneously traveling together along a section of the rail network  150  at a substantially uniform speed and with a substantially uniform spacing between each adjacent pair of train cars. Digitally linking train cars  102  eliminates the time and expense of waiting for a full train of train cars to be loaded and prepared for shipment and also eliminates the time and expensive of ordering train cars and then coupling them together. 
     With reference to  FIG. 7 , there is provided a remote train control system  160  for (sometimes but not necessarily) working jointly with onboard control system  116  ( FIG. 1 ) to fully or partially controlling 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. In preferred embodiments, control system  160  includes one or more computer systems  164  that communicate with one another and with train cars  102 , rail networks  150 , digital trains  162 , conventional trains  166  over a network  168  (e.g., Internet, intranet, extranet, cellular, Wi-Fi, etc.). Preferably, all communication over network  168  is encrypted. 
     Control system  160  preferably provides information over network  168 , such as current speed and location data as well as destination information, about train cars  102  and trains  162 ,  166  to other train cars and trains, which enables the train cars and trains to coordinate with one another in order to operate on the same rail network  150 . For example, using the information obtained from train control system  160 , train cars  102  can plan routes to their destination (i.e., Trip Plans) that avoid conflicts with other train cars or trains  162 ,  166  that are located on the same rail network  150  but that are traveling in the opposite direction or at a different speed. In another example, using the information obtained from train control system  160 , train cars  102  can identify and seek out other train cars that are traveling in the same direction, and join those train cars to form a platoon. 
     In preferred embodiments, train cars  102  are provided with a sensor system  118  that includes visual and proximity detectors (e.g., laser, camera, etc.) for scanning and identifying hazards along the railway. Control system  116  is preferably configured to automatically respond to these hazards. Sensor system  118  is also configured to scan and identify other train cars. Sensor system  118  is preferably configured to detect distance and speed of train cars in its proximity. Providing this information to control system  116  enables train cars  102  to match the speed, direction, braking, etc. of other train cars in order to form and operate as a platoon. Preferably, control and sensor systems  116 ,  118  are configured to read signage or other indicia  174  ( FIG. 4 ) on other train cars  102  (e.g., identifying QR codes) or in proximity to the rails  114  for identifying information about the rail system  150  and about other train cars  102 . Indicial may include, for example, directional or speed control signs, grade information, turn radius information, location signage, etc. Using this information as an input, control system  116  is preferably configured to automatically and safely guide train car  102  towards the intended destination and, where appropriate, join and leave platoons of other train cars. 
     Referring again to  FIGS. 4 and 5  and with further reference to  FIGS. 8-10 , several individual train cars  102  are shown traveling in the same direction along open portion  154  as a platoon  162 . Preferably, when a platoon  162  is formed, individual train cars  102  are automatically grouped or positioned within the platoon based on their intended destination. For example, in this particular embodiment, the first three train cars  102  in the platoon  162  (the rightmost three train cars shown in  FIG. 4 ) are traveling to Gates B, C, and D and are grouped as first sub-platoon  162 ′ ( FIG. 8 ). After passing through Gate D, the three train cars  102  will separate from one another and continue traveling, individually, to Gates F, G, and H. However, since the train cars  102  are all initially bound for Gate D, they are grouped into the first sub-platoon  162 ′ within platoon  162 . The fourth and fifth train cars of the platoon  162  (the leftmost two cars shown in  FIG. 4 ) are also traveling to Gates B and C, but are traveling to Gate E instead of Gate D, as second sub-platoon  162 ″ ( FIG. 8 ). Since these train cars  102  are each initially traveling to Gate C, they are grouped. However, since they are bound for Gate E instead of Gate D, they are placed into second sub-platoon  162 ″. It may be appreciated that further sub-platoons or even sub-platoons within sub-platoons may be created, based on the destinations of each of the constituent train cars  102  of the platoon  162 . 
     Preferably, when a platoon  162  is formed, the leading train car  102  functions as a “master” train car and those train cars that follow the master train car are “slave” train cars. The master train car  102  wirelessly (e.g., via a two-way 3G/4G/5G cellular network) provides information to the slave train cars and, preferably, controls (i.e., partially or fully) the speed and direction of the slave train cars. The slave train cars  102  also provide information to each other and to the master train car via a wireless or cellular network. The designation of a train car  102  as a “master” or “slave” may change under several circumstances. For example, if the platoon  162  is traveling in one direction, the leading train car  102  would function as the master train car followed by slave cars. However, if the platoon  162  were to change direction (i.e., travel in reverse), the rearmost train car  102  could be configured to function as the master train car. 
     Preferably, to reduce energy usage of the platoon  162 , the sensor systems  118  of the slave train cars  102  are partially or fully disengaged once a master train car has taken control of the platoon. Instead, the platoon  162  relies on the sensor system  118  of the master train car  102  to make observations (e.g., forward-facing and rear-facing observations) and then, based on those observations, to make speed, direction, and other decisions for all of the train cars in the platoon. For example, if a hazard is observed on an upcoming portion of the rails  114  by the sensor system  118  of the master train car  102 , the control system  116  of the master train car may be configured to automatically respond to that hazard (e.g., by slowing down, stopping, etc.) and to cause each of the slave train cars to respond in a similar manner. In another example, the sensor system  118  of the master train car  102  may observe signage for a location, junction, etc. and then, in response to that information, the control system  116  makes an appropriate response (e.g., turn left, turn right) that is based on the destination of the train car. In some embodiments, the observations by the sensor system  118  of the master train car  102  is wirelessly transmitted to a trailing train car (e.g., the immediate next train car in the platoon behind the master train car) and then that control system  116  of that trailing train car makes any necessary adjustments for that train car alone. The information may be sent rearwards, train car by train car, through the platoon  162 . 
     To further reduce energy usage of the platoon  162 , when forming a platoon  162 , train cars  102  are preferably spaced closely to one another to provide a first gap  170  between each adjacent train car, such that the platoon resembles a conventional train formed by physically-connected train cars. Preferably, first gap  170  is between 3-20 feet. Spacing adjacent train cars  102  closely together in the platoon  162  reduces drag on each of the train cars following the leading train car. Similarly, to increase safety, a minimum second gap  172  is preferably provided between each adjacent platoon  162 . By providing this minimum second gap  172 , a platoon  162  would have a sufficient amount of time to observe a problem ahead (e.g., an accident involving the platoon ahead) and to respond. Preferably, second gap  172  is at least 600 feet. Advantageously, since train cars  102  are not physically connected to one another, a much shorter stopping distance is required to stop them compared to a typical freight train, which can average ½ mile (approximately 2,500 feet). 
     As the number and configuration of platoons  162  changes, different train cars  102  within those platoons may operate as the master train car. If a single platoon  162  were to be divided into two separate platoons, a second leading train car  102  would be designated as the master train car of the second platoon and the original leading train car would remain the master train car of the first platoon. This process is illustrated in  FIGS. 4 and 8-10 . As shown in  FIGS. 4 and 8 , open section  154  includes a first section  154 A, where the platoon  162  is operating in a commuting mode. Commuting mode is the standard mode of operation of a platoon  162 , where each train car  102  is separated from each adjacent train car by first gap  170 . The train cars  102  are preferably traveling at approximately the same speed and are partially or fully controlled by a leading master train car (denoted by a beacon symbol). 
     In general, platoons  162  operate in commuting mode for the majority of the trip. However, as train cars  102  enter or leave the platoon, the platoon is reconfigured. For example, as a platoon approaches a diverging junction point, where one sub-platoon (or even a single train car) is traveling in one direction (e.g., North) and another sub-platoon (or single train car) is traveling in another direction (e.g., South), it is necessary to decouple the platoon. This process is shown in  FIGS. 4, 9, and 10 , where rail network  150  includes decoupling section  154 B and a separation section  154 C. At decoupling section  154 B, sub-platoon  162 ″ is decoupled from sub-platoon  162 ′ to provide a second gap  172  between them. The leading train car  102  of each is designated as the master train car and controls each respective sub-platoon. In separation section  154 C, sub-platoon  162 ′ is guided towards Gate D by master train car  102 ′ at the diverging junction. Later, sub-platoon  162 ″ is guided towards Gate E by master train car  102 ″ at the diverging junction. 
     In preferred embodiments, train cars  102  are each configured to engage a “Trip Plan” that includes a list of instructions for directing the train car to a destination. Preferably, Trip Plans are based, in part, 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 and also new information obtained from the on-board sensor system  118 . When platooning, trip plans for each may also be updated based on information obtained by other train cars in the platoon. Accordingly, Trip Plans are preferably not static, but may be updated as necessary to account for new information (e.g., updated destination, new platooning opportunity), operating conditions (e.g., wildlife, weather, and other hazards), etc. In preferred embodiments, a secure log (e.g., a log utilizing distributed ledger/block chain technology) catalogs the location of each train car  102  and may include a running log of its movements. For example, an entry may be made in the log every time a train car has met or has failed to meet an objective or step in the Trip Plan, every time the Trip Plan is updated, etc. 
     Below is an example Trip Plan for a train car named “ABC”: 
     Step 1. Depart Dock Al heading South at 9:35 AM. 
     Step 2. Accelerate and maintain 37 mph for 22 minutes. 
     Step 3. Switch to southbound rail at “1234” junction. 
     Step 4. Accelerate and maintain 45 mph for 12 minutes. 
     Step 5. Stop at gate 12 for 7 minutes to allow passage of conventional train unit. 
     Step 6. At all clear—Accelerate and maintain 55 mph for 20 minutes. 
     Step 7. Intercept and establish digital link to train car “XYZ”. 
     Step 8. Accept control of train car XYZ as Master train car. 
     Step 9. Intercept and establish digital link to Master train car “EFG”. 
     Step 10. Release control of train car ABC and XYZ to Master train car EFG. 
     Step 11. Follow Master train car EFG for 1,345 miles to Pendleton, Oreg. 
     Step 12. Re-engage individual control and control of train car XYZ. 
     Step 13. Accelerate and maintain 45 mph for 23 minutes. 
     Step 14. Decelerate to 5 mph. 
     Step 15. Park at Dock 12 at 1:12 AM. 
     Although this description contains many specifics, these should not be construed as limiting the scope of the invention but as merely providing illustrations of some of the presently preferred embodiments thereof, as well as the best mode contemplated by the inventor of carrying out the invention. The invention, as described and claimed herein, is susceptible to various modifications and adaptations as would be appreciated by those having ordinary skill in the art to which the invention relates.