System, method and installation for railway monitoring and management

Abstract

The invention relates to an installation (1) positioned on a special sleeper (11) with supports (12) for lateral antennas (13) communicating with readers (14) mounted in a data concentrator (15). Inductive wheel sensors (17) are positioned on the railway (VF) and communicate with interfaces (151, 152) of the reader (14). The system comprises RFID tags in the trainset, which pass through the RFID antennas (13 and 165) and send signals to the reader (14). The signals from the inductive sensors (17) are sent to interfaces (151, 152) of the reader (14). The data go to the remote server (SRV) communicating with the interfaces (ITF) and with middleware (MIDDLE) that communicates with an ERP system. The method comprises a concentrator cycle for reading of the tags by the reader (14) and a server cycle in which the information captured from the concentrator (15) is sent to the remote server via the interface or middleware.

Description

RAILWAY MONITORING AND MANAGEMENT SYSTEM, METHOD AND INSTALLATION Technical sector

[0001] The present invention pertains to the railway technology sector and, more specifically, relates to a method, system, and installation for monitoring and managing railway trains by reading radiofrequency signals using RFID tags distributed throughout the train and inductive wheel sensors distributed along the railway line. Reading radiofrequency signals and inductive wheel sensor signals allows monitoring of locomotives, railcars, and their respective components, enabling the collection of data for position, distribution, and movement management, among other information related to traffic control and the status of the railway trains and their components. State of the art

[0002] Current RFID tag reading solutions for rail vehicles follow AAR standards. This standard, "AAR Standard S-918," specifies the requirements for automatic electronic identification of rail transportation equipment, such as railcars, locomotives, intermodal vehicles, and others. Reflected radio waves must indicate the equipment's identification code, as well as other information.

[0003] The system and data outputs described in AAR S-918 are compatible with ANSI MH5.1.9-1990 and ISO 10374 for automatic container identification. This standard is also compatible with the American Trucking Association (ATA) standard for automatic identification of road implements.

[0004] Currently, the railway market offers robust solutions that have met the ATA standard's reading needs over the years. With technological advancements, other solutions have emerged that can meet the needs described in the standards at an affordable cost and that do not violate any of the rules established in the "AAR Standard S-918" standards. Therefore, there is a growing possibility of technologies emerging that meet the standard's requirements, potentially leading to discontinuity. old hardware and software, as they no longer support technological evolution, causing maintenance costs to become high, due to the limited inputs on the market.

[0005] In this context, the use of RFID technology has become a viable solution to assist in the management of rail transport.

[0006] Patent document DE 202017103717 describes a system using RFID technology to record the location and condition of vehicles traveling on a railway track. The railway line contains RFID readers that transmit and read data from RFID transponders installed under the vehicle traveling along the line, for identification purposes. The information collected by the readers is transferred to a receiving device that makes the collected information available to the user, allowing access to information about traffic on the railway line. Limitations of this technology include the inability to identify the type of wagon traveling on the track, the lack of control over the components present in a train, and the low accuracy of data collection due to the use of only one antenna.

[0007] Patent document FR 2952456 describes a device with motion detectors mounted on a support for installation on railway lines. The device is powered by a rechargeable battery using solar energy captured by a solar panel attached to it. The motion detectors contain an RFID reader for reading RFID transponders mounted on railway vehicles, whose data is transmitted wirelessly to a receiving computer. This technology has the same limitation as the previously cited patent document, as it does not allow for the detection of the type of railcar moving and has low transponder reading accuracy.

[0008] Patent document BR 112015017611 describes equipment for detecting information about a train on a railway track. The track contains an RFID identification system, where a transponder and an RFID reader are installed on opposite sides of the train track, and signal masking by the train's passage allows the vehicle to be detected. This technology has the disadvantage of limiting the system's information capture, as it captures signals from a single, fixed transponder. Another limitation is the inability to identify the train's vehicles. and the components of these vehicles.

[0009] Patent document W02023096790 relates to a system and method for using independent, intra-consistency, intra-train force models generated in each of a plurality of locomotives of a train to coordinate acceleration values ​​of each of the locomotives to control internal train forces. The train control system includes a data acquisition hub communicatively connected to one or more sensors and databases associated with one or more locomotives or other components of a train, and configured to acquire real-time and historical operational and structural data from one or more train systems and components. One or more sensors that acquire real-time data include one or more LIDAR sensors, RADAR sensors, accelerometers, gyro sensors, optical recognition sensors, and physical strain gauges configured to measure displacements or forces in the traction gears and couplers that interconnect the locomotives.Each of the independent virtual train force modeling engines mounted on a respective locomotive can be configured to simulate train forces and train operating characteristics using physics-based equations, kinematic modeling, or dynamic modeling of train behavior or train components during operation, whether accelerating or decelerating. This prior art does not employ RFID and requires locomotive adaptations, making its adoption in current railway trainsets difficult.

[0010] Patent document US2017148323A1 relates to a system and method for determining and displaying the position, configuration, and operational status of a train based on aggregated tracking information. The control system may include a train position determination system comprising at least two of a GPS device mounted on the train, an automatic equipment identification (AEI) device comprising a radio frequency identification (RFID) tag mounted on the train and a fixed-position RFID reader positioned adjacent to the track, a video feed capture device configured to capture images showing the train's position in real time, and an automatic train protection (ATP) device comprising a train-mounted ATP reader and a fixed-position warning signal generating device positioned adjacent to the track. The control system It may also include a train configuration determination system, including at least two electronically controlled pneumatic braking (ECPB) systems communicating with each of the train assets, an updated database configured to provide real-time train and train schedule information, scheduled asset deployment information, a plurality of GPS devices mounted on each of the train assets, the AEI device, and the video feed capture device. This prioritization requires extra-railway systems, such as GPS, as well as a range of other devices, such as an automatic train protection (ATP) device and electronically controlled pneumatic braking (ECPB) systems, which makes this solution complex, costly, and difficult to install and operate.

[0011] Document US2013060520A1 relates to methods and systems for performing location measurements using RFID tags, comprising a rail cart equipped with an RFID positioning system to facilitate determining track gauge and slope as a function of position (i.e., rail profile). The method includes providing a rail cart including a processor, memory coupled to the processor, an RFID reader, a pressure gauge sensor, and a slope sensor, and positioning the rail cart on the track at the location. The method also includes interrogating one or more RFID tags positioned along the rail track and determining, using the processor, a fixed location associated with each of the one or more RFID tags.The method further includes determining, using the processor, the location of the railway trolley in relation to the fixed locations associated with each one or more RFID tags and determining the gauge and slope of the railway track at the trolley's location. However, this prior art does not provide means for monitoring railway trains, identifying locomotives and railcars, and their respective components. Novelties and purpose of the invention

[0012] The invention aims at an installation, a method and a system for monitoring and managing railway trains by reading a radio frequency signal that uses RFID tags distributed on the railway trains and signals from inductive sensors arranged on the railway line.

[0013] A specific objective of the invention is a system composed of RFID tags that are distributed on railway trains, whose radio frequency signals and signals from inductive sensors positioned on the railway track are read when they cross by a reading installation that communicates with a server (supervision center) that, in turn, connects to an interface with an ERP or database software system.

[0014] Another specific objective of the invention is a reading installation mounted on the railway line formed by RFID side antennas fixed to a special sleeper, RFID readers, inductive wheel reading sensors, radio frequency signal collectors and signal interface of the inductive sensors that are mounted inside a concentrator that communicates with a server with an interface to an ERP or database software.

[0015] Yet another specific objective of the invention is a method of managing information on railway trains traveling on the railway that is collected by reading facilities, stored in concentrators and processed remotely on servers.

[0016] The information collected by the reading installation allows the execution of a method of managing various data: a) Regarding the traffic of railway compositions - identification of the composition, times of passage of the compositions, direction of travel, speed; b) Regarding the characteristics of the railway compositions - identification of the types and numbers of wagons in motion, identification of components of locomotives and wagons; c) Regarding the state of conservation of the components of the railway compositions.

[0017] The invention's railway monitoring and management system comprises a transponder or RFID tag reader system that collects information from locomotives, railcars, and their components in motion. To transmit this information, the system relies on wired and / or wireless communication interfaces that allow the sharing of information resulting from tag readings directly with the server, which serves as a central monitoring unit. Advantages and technical effects of the invention

[0018] The installation, method and system for monitoring and managing railway trains by reading radio frequency signals and inductive signals, which are the objects of the invention, result in the following advantages and achieve the following technical effects over the state of the art: - Great simplicity, being fully installed on a special sleeper directly on the railway; - Scalable, with the possibility of having as many reading points as the user needs; - It has its own interface and the possibility of full integration with ERP-type software; - Allows the collection of different types of information, such as railway train traffic, the characteristics of each train and the condition of the trains and their components; - Allows the issuance of several reports, for example, a report on the existence and location of trains along the railway and maintenance park, a report on the number of locomotives and wagons in each train, a report on the number of components in each train, a report on the speed at which trains pass through the portal, a report on the conservation status of each monitored component in each train, a report on the distribution of trains along the railway, a report on the intervals at which trains pass through the portals, among several other reports; - By passing the train through the physical tag reading portal installed on the railway, it is possible due to the architectural composition of the antennas that combine high RFID TAGS reading technology developed by their angles, simplified field affixing capacity of these equipment (portal) and processing that guarantees the identification of different frequency technologies (GEN2 and ATA) in a single equipment (Portal); - RFID tags (TAGS) specially developed with high electronic and encapsulation technology that allow and guarantee reading at different distances and speeds, in addition to high degrees of physical protection that guarantee longevity of use; - With reading portals distributed along the railway combined with a With a high level of processing, it's possible to read all 16 TAGS, identify, locate, and quantify the use of railway assets separately, generating data indicating the time / km used, average railcar speed, and assigning other measurements taken through other systems to the assets passing through the portal for railway asset management. Furthermore, it integrates with other trackside systems, allowing their readings to be integrated into the same portal database. - The processing capacity of the file collected by the portal containing the readings of the wheels of the railway cars and the readings of the RFID tags allows the present invention, through average speed, distances of the railway components arranged in the wagons and the records of the reading time, to provide the ordered sequencing of the TAGS, identifying for the customer the positioning of each railway component of the train formation read by the portal; - The set of TAGs placed next to the tracks and the train that enable the management of the trains and their components, allowing predictive maintenance to be carried out, maintenance scheduling to avoid breakdowns, losses or even accidents; - Monitoring not only locomotives and wagons, but also their components, allows determining the useful life of each component, adding value, allowing scheduled maintenance to be carried out and increasing efficiency; - The system allows the reading of two types of RFID frequencies, in the ATA and GEN2 protocol standards in a single reading, bringing more versatility to the management process and enabling greater capture of information regarding the controlled railway, providing greater security to transportation; - The use of RFID antennas near the portal and bed antennas near the tracks allows the reading of a combination of 16 points per wagon, avoiding shadow reading points; - Optionally, the RFID portal of the invention can be autonomous and powered by solar energy derived from a photovoltaic panel coupled to the support for the reading portal, allowing it to operate in remote, inhospitable areas without the presence of electrical power grids. List of attached drawings

[0019] In order for the present invention to be fully understood and put into practice by any technician in this technological sector, it is described in a clear, precise and sufficient manner, based on the attached drawings, listed below, which illustrate preferred forms of implementation of the railway monitoring and management system: Figure 1 - perspective of the reading installation (portal); Figure 2 - perspective of the special sleeper for installation of the reading portal; Figure 3 - perspective of the side antenna support; Figure 4 - perspective detailing the support eyelet; Figure 5 - RFID side antenna perspective; Figure 6 - perspective of the bed antenna protector; Figure 7 - perspective view detailing the partially assembled RFID bed antenna protector; Figure 8 - perspective of the RFID bed antenna drawer; Figure 9 - top perspective of the RFID reader; Figure 10 - bottom view of the RFID reader; Figure 11 - perspective of the sensor reading concentrator; Figure 12 - block diagram of the sensor reading concentrator; Figure 13 - diagram of the railway monitoring and management system; Figure 14 - flowchart of the railway monitoring and management method; Figure 15 - first subroutine of the method; Figure 16 - second subroutine of the method. Detailed description of the invention

[0020] Figure 1 illustrates the installation (portal) for reading data (1) from RFID tags arranged on the railway train. The reading installation (1) is positioned on the railway track (VF) and comprises a special sleeper (11) where supports (12) for the RFID side antennas (13) are mounted. The antennas (13) communicate with RFID readers (14) mounted inside the data concentrator (15). Protectors (16) protect the RFID bed antennas (165). The inductive wheel reading sensors (17) are positioned in the space between the conventional sleepers (18) of the railway track (VF). The sensors Inductive wheel reading devices (17) communicate with interfaces mounted inside the data concentrator (15) which, in turn, communicate with a remote server with an interface to ERP or database software.

[0021] Figure 2 details the special sleeper (11 ) which is produced in a metal profile (111 ) and a base plate (112), forming an internal channel for the passage of the communication cables from the RFID antennas (13) to the data concentrator (15). This special sleeper (11 ) is longer than the conventional ones, and the ends of the profile (111 ) have holes (113) for mounting the supports (12) of the RFID antennas (13) and a hole (114) for the passage of the communication and power supply cables.

[0022] Figures 3 and 4 detail the support (12) of the RFID side antennas (13) which consists of a column (121) with a base (122) and an arm (123) equipped with a plate (124) for fixing the antenna. The end of the arm (123) has an eyelet (125) that allows the antenna (13) to be angled.

[0023] Figure 5 illustrates a conventional, commercially available RFID side antenna (13) that is responsible for emitting radio frequency signals that are directed to the tags distributed on the railway train.

[0024] Figures 6 to 8 detail the RFID bed antenna protector (16) which is comprised of a flat base (161) with spacers (162) for the flat top surface (163). A central drawer (164) houses the RFID bed antenna (165) which is a conventional market equipment installed between existing sleepers on the railway track and fixed to the sleepers or rails before and after the data reading installation (1).

[0025] The inductive wheel reading sensor (17) is a conventional market equipment installed on the rails before and after the data reading installation (1) that has magnetic coils, so that when the wheelset of the railway composition passes over the wheel reader (17), a signal is sent to the reader (14), creating a record every time a wheelset passes over the wheel reader.

[0026] Figures 9 and 10 illustrate an RFID reader (14) which is conventional hardware available on the market equipped with embedded software responsible for controlling the radio frequency signals sent through the RFID antennas (13 and 165) and receive the signals sent by the RFID TAGS distributed throughout the railway. The reader (14) is also responsible for concentrating information from the inductive wheel reading sensors (17). When the wheel reading interfaces (17) identify the passage of a wheel set, it sends a signal to the reader through the GPIO inputs (digital inputs). This reader (14) has four connections (141) for communication with the RFID antennas (13 and 165), a GPIO connection (142) for the wheel reading interfaces, and a power input connector (143). The reader (14) has a connector (144) that allows its direct connection to the server (SRV).

[0027] Optionally, the reader (14) can communicate with a communication device for Ethernet, Wi-Fi, SG, Star Link networks, among others.

[0028] Figures 11 and 12 detail the data concentrator (15) which is an electrical panel that stores inside the RFID reader (14) used to capture TAGS readings, reading interface (151) of the first inductive wheel sensor (17), reading interface (152) of the second inductive wheel sensor (17), electrical power supply circuits (153) and electrical disturbance protection circuits (154).

[0029] Figure 13 illustrates the diagram of the railway monitoring and management system, which includes RFID tags (TAGs) distributed throughout the railway. An RFID tag is a passive or active electronic circuit encapsulated in polymer that stores one or more pieces of information in its internal circuitry. When a tag passes through the radio frequency signal emitted by the RFID antennas (13 and 165), it is energized and sends a return signal containing the information recorded in its internal circuitry. The radio frequency signal and the signals from the inductive wheel sensors (17) travel to the reader (14) located inside the data concentrator (15). When requested, this data is sent to the remote server (SRV), which is dedicated software installed on a local network or in the cloud, responsible for communicating with the data concentrator (15). The remote server (SRV) communicates with the interfaces (ITF) and the intermediary software (MIDLE) for an ERP system.

[0030] Interface (ITF) is a software with graphical screens responsible for presenting information from sensor readings to users, it has screens research, reports and access to information collected through the hub (portal).

[0031] Mediator software (MIDDLE) is communication software between the server (SRV) and an ERP or CRM system that the user uses and has specific communication functionalities with other user software.

[0032] ERP system is a software used to control and manage internal processes and information of your operation, which contains maintenance information, train compositions, component information and information regarding railway cars and components.

[0033] The labels (TAGS) are distributed on the railway train, preferably in quantities of sixteen labels, as follows: - 1 wagon or locomotive identification tag - 2 trick tags - 4 wheel tags - 4 trick side tags - 2 safety valve tags - 1 rigid rod tag - 2 hitch tags

[0034] Figure 14 illustrates the railway monitoring and management method that involves RFID tags (TAGs) distributed throughout the train. When a TAG passes through the radio frequency signal emitted by the RFID antennas (13 and 165), it sends a return signal containing the information recorded in its internal circuit. The radio frequency signal and the signals from the inductive wheel sensors (17) travel to the reader (14) located in the data concentrator (15). When requested, this data is sent to the remote server (SRV), which is dedicated software installed on a local network or in the cloud, responsible for communicating with the data concentrator (15). The remote server processes the information, sending it to a database, and also analyzes the results when various reports are generated, which can lead to action. The results analysis is sent to the intermediary software (MIDLE) and the ERP system.

[0035] The railway monitoring and management method has two cycles, the concentrator cycle and the server cycle. Therefore, the presented method starts locally, with the concentrator cycle (15) installed close to the rail, to the reading of the TAGs, by the reader (14), with the information being stored internally in the concentrator (15). To start the server cycle, the information is captured from the concentrator (15) and sent for processing and storage on the server, so that remote user access is possible via the interface or MIDDLE software.

[0036] As shown in Figure 15, the flowchart of the concentrator cycle (15) begins with the passage of the train's TAGs through the antennas (13) (S1 ). This allows the reader (14), installed in the concentrator (15), to read (S2) the TAGs and the inductive sensors (17) of the wheels. To do this, the reader (14) sends a signal to the TAGs, which are activated and send the saved data (S2.1 ). The reader (14) receives the data from all the train's TAGs and the inductive sensors (17), to store in a file (S3) saved in the concentrator (15). When approximately 5 minutes pass without reading TAGs, it is indicated that the train has passed completely (S4). Thus, the concentrator's internal cycle is completed, waiting for the server cycle.

[0037] As shown in figure 16, the server cycle flowchart periodically analyzes the files (S5) from the concentrator (15). If a new file (S6) is identified, that is, a file that the server does not yet understand in its database (DB), the server stores this or more new files. (57) in your DB. To organize the information for the user, the server processes (58) the original file, calculating the average speed of the wheels (S8.1), by passing the inductive sensors (17) of the wheels, and organizes the sequence of the identified TAGs (S8.2). With this, the server saves the file in a new version (S9) and stores both files in the DB (S10). Enabling user interaction software (S11), which can be located in the physical environment or cloud, to access the file generated in step S9, to locate the information that the user requires, such as train speed, quantity, passage time, etc. Optionally, the server can communicate with the user's internal software, facilitating access and automatically registering information. As shown in Figure 16, the server will have mediator software (S12), which will capture information from the files generated in step S9 and transfer it to the user's software. This design option still maintains user access via the interface, as detailed previously.

Claims

MODIFIED CLAIMS Received by the International Secretariat on 08 JAN 2025 (08.01.2025) CLAIMS 1 - RAILWAY MONITORING AND MANAGEMENT INSTALLATION for reading data from RFID tags arranged on the railway composition, with the reading installation (1) positioned on the railway track (VF) comprising special sleepers (11) distributed between the conventional sleepers (18), with the special sleepers (11) equipped with supports (12) for the RFID antennas (13 and 165), RFID readers (14) and inductive wheel reading sensors (17) that are positioned in the space between the conventional sleepers (18), characterized by RFID side antennas (13) that communicate with RFID readers (14) mounted inside a data concentrator (15); protectors (16) that protect the RFID bed antennas (165);inductive wheel reading sensors (17) that communicate with interfaces mounted inside the data concentrator (15) that also connect with the reader (14), which in turn communicates with a remote server (SRV) with an interface to an ERP or database software and because the RFID readers (14) have four connections (141) for communication with the RFID antennas (13 and 165), a GPIO connection (142) for the wheel reading interfaces and a power input connector (143) and a connector (144) for connection with the server (SRV).; 2 - INSTALLATION, according to claim 1, characterized in that the special sleeper (11) is produced in a metal profile (111) and a base plate (112) that forms an internal channel for the communication cables from the RFID antennas (13) to the data concentrator (15), with the special sleeper (11) being longer than conventional sleepers, having at the ends of the profile (111) holes (113) for mounting the supports (12) of the RFID antennas (13) and a hole (114) for passing the communication and power supply cables. 3 - INSTALLATION, according to claim 1, characterized in that the support (12) of the RFID side antennas (13) is made up of a column (121) with a base (122) and an arm (123) equipped with a plate (124) for fixing the antenna (13), the end of the arm (123) having an eyelet (125) of MODIFIED SHEET (ARTICLE 19) antenna angle (13). 4 - INSTALLATION, according to claim 1, characterized in that the RFID bed antenna protector (16) consists of a flat base (161) with spacers (162) for a flat top surface (163) and has a central drawer (164) that houses the RFID bed antenna (165). 5 - INSTALLATION, according to claim 1, characterized in that the inductive wheel reading sensors (17) are positioned on the conventional railway track before and after the data reading installation (1). 6 - INSTALLATION, according to claim 1, characterized in that the data concentrators (15) have an electrical panel that stores the RFID reader (14) used to capture TAGS readings, a reading interface (151) of the first inductive wheel sensor (17), a reading interface (152) of the second inductive wheel sensor (17), electrical power supply circuits (153) and electrical disturbance protection circuits (154). 7 - RAILWAY MONITORING AND MANAGEMENT SYSTEM that employs a reading installation (1) positioned on the railway track (VF) defined in claim 1, the system comprising RFID tags (TAG) distributed on the railway train that, when passing through the radio frequency signal emitted by the RFID antennas (13 and 165), send a radio frequency signal to the reader (14), characterized by inductive sensors (17) for reading the wheels of the railway train that send signals to interfaces (151, 152) that follow to the reader (14), the reader (14) communicating with a remote server (SRV),the server (SRV) communicates with an interface (ITF) and with mediator software (MIDLE) for an ERP or CRM system and the RFID reader (14) is equipped with embedded software responsible for controlling the radio frequency signals sent through the RFID antennas (13 and 165) distributed in the railway composition and the information coming from the inductive wheel reading sensors (17)., 8 - SYSTEM, according to claim 8, characterized in that the reader (14) communicates with a communication device for Ethernet, WiFi, SG, Star Link networks. MODIFIED SHEET (ARTICLE 19) 9 - SYSTEM, according to claim 8, characterized in that the remote server (SRV) is dedicated software that is installed on a local network or in the cloud. 10 - SYSTEM, according to claim 8, characterized in that the interface (ITF) is software with graphic screens responsible for presenting information on sensor readings to users, has search screens, reports and access to information collected through the concentrator. 11 - SYSTEM, according to claim 8, characterized in that the mediating software (MIDDLE) is communication software between the server (SRV) and an ERP or CRM system. 12 - SYSTEM, according to claim 8, characterized in that the tags are distributed in the railway composition, preferably in a quantity of sixteen tags as follows: 1 wagon or locomotive identification tag; 2 truck tags; 4 wheelset tags; 4 truck side tags; 2 safety valve tags; 1 rigid rod tag and 2 coupling tags. 13 - RAILWAY MONITORING AND MANAGEMENT METHOD that employs a reading installation (1) positioned on the railway track (VF) defined in claim 1, the method comprising reading the RFID tags (TAG) distributed on the railway composition when they pass through the radio frequency signal emitted by the RFID antennas (13 and 165) and sending the signals to the RFID reader (14), characterized by reading the wheels of the railway composition through inductive sensors (17) positioned on the railway track and sent to the interfaces (151, 152) and sending the signals to the reader (14); sending the data from the reader (14) to a remote server (SRV) which is a dedicated software installed on a local network or in the cloud that communicates with the data concentrator (15); carrying out the data processing by a remote server (SRV); sending the information processed by the server (SRV) to a database and also to the results analysis stage;generation of reports and execution of actions and sending of information from the analysis of results to the mediator software (MIDLE) and to the ERP system and being the method composed of two cycles, the concentrator cycle and the server cycle; MODIFIED SHEET (ARTICLE 19) the concentrator cycle being installed close to the rail, for reading the TAGs, by the reader (14), whose information is stored internally in the concentrator (15) and in the second cycle the information captured from the concentrator (15) is sent for processing and storage on the server (SRV), for remote user access via interface or MIDDLE software. 14 - METHOD, according to claim 16, characterized in that the concentrator cycle begins with the passage of the train's TAGs through the antennas (13) (S1) when the reader (14), installed in the concentrator (15), performs the reading (S2) of the TAGs and the inductive sensors (17) of the wheels and sends a signal to the TAGs, which are activated and send the saved data (S2.1); the reader (14) receives the data from the train's TAGs and the inductive sensors (17) and stores it in a file (S3) saved in the concentrator (15); after time has elapsed without new TAG readings occurring, it is indicated that the train has passed completely (S4), ending the cycle and waiting for the server cycle. 15 - METHOD, according to claim 16, characterized in that the server cycle starts by periodically analyzing the files (S5) of the concentrator (15), if a new file (S6) is identified, the server stores this or more new files (S7) in its database; the server processes (S8) the original file, calculating the average speed of the wheels (S8.1), by passing the inductive sensors (17) of the wheels, and organizes the sequence of the identified TAGs (S8.2); the server saves the file in a new version (S9) and stores both files in the DB (S10) where a user interaction software (S11), located in the physical environment or in the cloud, accesses the file generated in step S9, to locate the train information. 16 - METHOD, according to claim 18, characterized in that the server cycle, optionally, communicates with the user's internal software, facilitating access, and performing the automatic registration of information, through a mediator software (S12), where it will capture the information from the files generated in step S9, to transport to the user's software. MODIFIED SHEET (ARTICLE 19) DECLARATION UNDER ARTICLE 19(1) According to Article 19.1, a new set of claims is presented in order to make it clearer and more precise, better delimiting the scope of the present invention. Independent claims 1 (installation), 8 (system), and 15 (method) were restricted by transferring part of the subject matter of the characterizing section to the preamble. In addition, dependent claim 4 was deleted and its subject matter was transferred to independent claim 1, dependent claim 10 was deleted and its subject matter was transferred to the new independent claim 7, and dependent claim 16 was deleted and its subject matter was transferred to the new independent claim 13. To this end, two sets of amendments are presented, one marked to facilitate identification of changes and another set without markings to integrate the process. The amendments now proposed make the claims framework more restricted, with the matter conflicting with documents US2017043797 (D1), EP1860597 (D2) and KR102217872 (D3) having been transferred to the preamble of the independent claims. Consequently, the subject of the application meets all patentability requirements. MODIFIED SHEET (ARTICLE 19)

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