EP0247367A1 - Method for setting a magnetic installation for self-protection to compensate the disturbing magnetic field of a vehicle, in particular a ship - Google Patents

Abstract

During the initial setting of the magnetic installation for self- protection, the disturbing field to be compensated is measured in at least one coordinate direction. In the next step, each of the coils of the installation for self-protection is loaded with a standard current of a certain size and direction, the magnetic field arising as a result is measured, and the winding effect of each coil, in conjunction with the coil data, is determined while correcting positional-coordinate errors in the coil data. In the next step, the coil currents (compensation currents), with the use of the disturbing- field measured values and the values for the winding effects, are determined according to size and direction in such a way that the resulting disturbing field is minimised. The data from the initial setting, in particular the winding effects, are stored in a data bank. During a check on the setting, which has to take place after certain operating periods, the actual data from the installation for self-protection are compared with the stored data, and the disturbing field is also measured; if need be the compensation currents are re-calculated and set with the use of the stored data. <IMAGE>

Description

Ships, boats and other Bundeswehr vehicles, as well as merchant ships, are directly threatened by mines and torpedoes with magnetic sensors or can be tracked down using magnetic sensors. For this reason, the vehicles to be protected are equipped with an MES system, which has the task of reducing the magnetic field and thus the hazard.

Such systems are well described in the literature (eg Kosack and Wangerin, "Electrical engineering on merchant ships", Springer Verlag 1956, page 255-257 (Fig. 234)), so that a more detailed description of the principle and the effect of such a system is not here needs to be discussed in more detail.

Every ship equipped with an MES system initially experiences a basic (initial) setting of the MES system based on a so-called magnetic measurement, in which an optimal compensation value is achieved by setting suitable winding currents. The MES system then switched on controls the currents in the individual coils while driving so that the set compensation for the interference field is retained. During the course of operation, each ship must be magnetically measured again at certain intervals and the MES system may have to be readjusted accordingly (setting control).

The settings are disproportionately complex due to the strong magnetic interactions between the individual coils (and partial coils) of the MES system. Because of the irregular geometric shapes of the coils, the problem also eludes simple mathematical calculation methods, especially as far as the influence of ferromagnetic internals on the gastric field of the coils (real effects) is concerned. In addition, erroneous geometric data for specifying the coil position in the ship limit the usefulness of field calculations.

It is known to divide ships into certain "magnetic sections" and for them the ampere turns, i.e. the winding currents are to be determined, which are necessary to compensate for the magnetic field of the ship (German naval clearance regulation No. 16, 1946, esp. Pages 9-13). In economic terms, this method would no longer guarantee adequate compensation or an adequate reduction in the mine response risk, based on the sensitivity of the magnetic detonators to the mines today.

It is also known that an initial setting can be made in a rough approximation by a strongly idealized calculation. By iteration between repeated measurements of the residual self-field and changes in the MES settings, a minimal residual self-field is achieved, which ensures the sufficient risk level. This iteration process is a multi-step trial, in which after each current change in the MES system, a new measurement is carried out until the self-field is minimized (empirical procedure); The many years of experience of the measurement manager at the ship surveying center play an important role.

The disadvantages of this practiced method are the considerable expenditure of time, the deficiencies in the accuracy and reproducibility of the setting and in the dependence on the experience of the measuring conductors. The measures taken are difficult to understand in their individual steps, even with good record keeping, and are therefore not available for gaining knowledge or for achieving a technical learning effect. Exact ship settings are even more difficult to achieve on overflow measuring sections than on stationary measuring systems; mobile measuring sections have so far been ruled out for ship setting.

There is also a proposal known (DE-PS 31 32 933) to automatically obtain the winding currents required for compensation from a signal processing system, the signals from magnetic field probes and are supplied via the location of the ship, and a mathematical model of the magnetic Effect of the individual MES windings at the points at which the measuring probes are assigned to certain areas of the ship. This known method using a mathematical analogue in the signal processing system has the following disadvantages: The approximation of the model (the analogue) to the ship's reality is relatively coarse and imprecise, since the influence of the ship on the magnetic effects of the (undisturbed) MES coils (strong idealized) can only be taken into account by assigning the ship areas "block by block" to the respective coils and taking them into account in their transfer function, and also taking them into account in only a few neighboring areas in the transfer function, also highly idealized; this means that the influence of the MES coils which are more distant in terms of the magnetic effect to be determined - to keep the effort justifiable - is not taken into account. An influence of ferromagnetic internals on the Magnetic field of the coil cannot be detected realistically; incorrect geometrical data for specifying the position of the coil in the ship also limits the usefulness of the field calculation, ie the analogue.
The known method is therefore only of limited use.

The invention has for its object to carry out the setting of the MES system of a vehicle with automatically obtained values for the compensation currents so that it is as realistic as possible and therefore accurate, so that the lowest possible mine threat is achieved.

This object is achieved in a method for setting an MES system for compensating for the magnetic interference field of a vehicle, in particular the ship according to the invention, in that
- Each individual coil is acted upon by a standard current in a predetermined direction and at least one component of the associated magnetic field is measured, and that
- By a first algorithm - when correcting position coordinate errors - the "winding effect" of each coil, ie the difference between the real coil, whose field is influenced by ferromagnetic masses, and the corresponding undisturbed coil field (air flow) is determined iteratively and that
- Using the corrected coil geometry data and the winding effects, optimal currents for approximating the coil system field to the vehicle interference field to be compensated are determined in a second algorithm.

By recording the "winding effects", the real ship conditions are recorded; in addition, inaccuracies / errors in the coil geometry data are "corrected" so that the compensation of the vehicle interference field becomes very precise.

By recording the "magnetic winding effects" from direct measurements and storing them in a database, an adjustment control that is simple to carry out is also possible according to the invention. The storage of the magnetic winding effects and the other data during the initial setting allows a quick comparison with the state of the MES system with regard to the occurrence of changes and thus a quick and clear determination of any new compensation currents.

• FIG 1 bis 3 das dreiachsige Spulensystem eines MES-Anlage in einem Schiffskörper,
• FIG 4 die Vermessung eines Schiffes in zwei Meßebenen,
• FIG 5 einen Datenflußplan für die Erstellung einer Datenbank,
• FIG 6 das System der Datenübermittlung bei der Einstell­kontrolle,
• FIG 7 den Datenflußplan der MES-Einstellung bei einer Einstellkontrolle.

The invention is explained in more detail with reference to an embodiment shown in the drawing. It shows:

• 1 to 3 show the three-axis coil system of an MES system in a hull,
• 4 shows the measurement of a ship in two measurement planes,
• 5 shows a data flow plan for the creation of a database,
• 6 shows the system of data transmission during setting control,
• 7 shows the data flow diagram of the MES setting during a setting check.

1-3 shows the large-scale, three-axis coil system of an MES system of a ship 1 (as an example of a vehicle as a ferromagnetic interference body). This coil system consists of coils 3, 4, 5 in the three orthogonal axes. Each coil 3 or 4 or 5 is usually divided into three sub-coils, which are no longer shown. One coil serves to compensate for a permanent interference field component (and is fed with permanent current). A second coil section is used to compensate for an interference field component induced by the earth field (and is supplied with current depending on the earth field and the course).

As swirl fields are induced in metallic parts of the system as a result of the movement of the ship in the earth's field, their compensation is carried out with a third coil section.

The magnetic ship fields are usually named according to the ship coordinates as follows:
Longitudinal ship component = X component
Transept component = Y component
Vertical component = Z component

The X-Y-Z coordinate system is assumed to be fixed, i.e. is aimed at the generator of the magnetic interference field - in the exemplary embodiment the ship 1.

The coils are in turn named according to their main magnetic direction effects. The coils 3 according to FIG. 1, which are parallel to the Y-Z plane, are the L coils (L-MES winding), whose magical axes of action lie in the longitudinal direction of the ship (X) (L corresponds to longitudinal).

The coils 4 according to FIG. 2 (only one is shown), which lie parallel to the X-Y plane, are the V-coils (V-MES winding) with vertical magnetic axes (V corresponds to vertical). 3, which are parallel to or in the X-Z plane, are the A-coils (A-MES winding) with the magnetic direction of action in the Y-direction (A corresponds to athwort-ship).

The coils 3, 4, 5 are fed with direct currents in different directions. The positive current directions result from the positive directions of the coordinate system shown in FIG. 1.

In the initial setting and during setting checks (magnetic measurement), the currents are set so that the interference field is optimally compensated for the magnetic field of the hull. During operation (travel), a controller ensures that the set current values are retained.

The invention relates to the magnetic measurement of a ship. This measurement is carried out in the usual way that, according to FIG. 4, the ship 1 is brought into a measurement system with a measuring carpet of magnetic field measuring probes 2 and the coil currents are set in such a way that the interference field is optimally compensated for. As explained at the beginning, the determination of the optimal coil currents in the shortest possible time is the typical problem of magnetic measurement. In FIG. 4, the measuring probes 2 are arranged in two different measuring levels in order to be able to make a statement at different measuring depths. The measuring probes record the magnetic interference field of the ship 1 in size and direction.

In itself, a measurement of the three components of the ship's interference field is possible and would bring numerous advantages. However, this is not absolutely necessary for the application of the method according to the invention. As shown in FIG. 4, it is sufficient to measure a component.

The method of magnetic measurement according to the invention during an initial setting is carried out as follows:

In the first step, the interference field of the ship 1 to be compensated is measured. The interference field measured values are saved.

In a second step, all the coils 3, 4, 5 of the MES system are charged with a current of a defined size and direction (standard current) and the magnetic interference fields of the respectively charged coils 3 or 4 or 5 are measured.

From this measured magnetic field (unit measured value) and the known geometric dimensions and data of the generating coil 3 or 4 or 5 (the position and number of coils of the coils are determined in the construction of the ship), the so-called "winding effect" (also called winding coefficient) ) determined as follows:

mit: Index k  für die k-te Spule
    Index n  für den n-ten Aufpunkt Meßpunkt
    AW_k  = I_k.W_k
    W_k  = Windungszahl der k-ten Spule
    I_k  = Strom (Ampere) in der k-ten Spule      (1.2)

Regarding each coil field, the undisturbed magnetic field of the k-th coil of the system (air coil) in a measuring point n applies to the undisturbed, ie free of ferromagnetic installation influences: Biot-Savart's law in the form:

with: index k for the kth coil
Index n for the nth measuring point
AW _k = I _k. W _k
W _k = number of turns of the kth coil
I _k = current (ampere) in the kth coil (1.2)

mit Index i =1,2,3 ≙ X-, Y-, Z-Richtung.
Beeinflussen ferromagnetische Einbauteile/-massen das Magnet­feld der Spule, so nimmt man an, daß eine solche Störung eine proportionale Änderung des ungestörten Magnetfeldes bewirkt.For the components of the undisturbed magnetic field of the kth coil, it is now expedient to write (from 1.1 and 1.2)

with index i = 1,2,3 ≙ X, Y, Z direction.
If ferromagnetic built-in parts / masses influence the magnetic field of the coil, it is assumed that such a disturbance causes a proportional change in the undisturbed magnetic field.

So the changed magnetic field of the kth coil applies
S _{i, k, n} = H _{i, k, nPi, k} (1.5)

The proportional change P _{i, k of} the undisturbed coil field is referred to in the magnetics as the "winding effect". However, in addition to the influence of ferromagnetic components, this term also includes errors in the coil geometries. However, the influence of errors in the coil geometry is generally of a disproportionate, ie serious, nature; these errors must therefore be "corrected". The "winding effect" thus corrected is then called the "winding coefficient".

The magnetic field of a system, consisting of several, in total Nsp coils, is obtained by summing up the fields of the individual coils at a point n according to location:

On the basis of this preliminary consideration, the winding effects are determined as follows:

• a) N Meßwerte einer oder mehrerer (drei) Komponenten des Stör­flußdichtefeldes BK_n,i (n = 1, ..N, i = 1,2,3) mit den zu­gehörigen Meßorten Xm_n,i (n = 1, ...N, i = 1,2,3), vorgegeben durch die Positionen der Meßsonden 2 gesondert für die einzelnen Spulen 3,4,5 des Systems; dabei sei jede Spule 3 bzw.4 bzw.5 einzeln mit dem vorgegebenen Einheitsstrom beschickt worden.
  
  Die Meßwerte BK_n,i sind den Berechnungswerten S_i,k,n der Gleichung (1.5) zuzuordnen und naturgemäß mit einer Streuung σ_i,n behafetet. Die dieser Streuung zugrunde liegenden Meß­fehler seien normal um Null verteilt.
• b) Die geometrischen Kenndaten, Windungszahlen und Einheits­ströme der einzelnen Spulen 3,4,5. Die geometrischen Kenn­daten können mit Fehlern behaftet sein, von denen in aller Regel nur sogenannte Lagekoordinatenfehler gravierend und daher korrekturwürdig sind. Als "Lagekoordinate" wird in diesem Zusammenhang die bei allen Eckpunkten einer Spule 3 bzw.4 bzw.5 konstante Koordinate verstanden, d.h. bei einer
  V-Spule 4 die Z-Koordinate, bei einer
  L-Spule 3 die X-Koordinate und bei einer
  A-Spule 5 die Y-Koordinate.

The following values are available as output variables:

• a) N measured values of one or more (three) components of the interference flux density field BK _{n, i} (n = 1, ..N, i = 1,2,3) with the associated measuring locations Xm _{n, i} (n = 1, ... N, i = 1,2,3), specified by the positions of the measuring probes 2 separately for the individual coils 3, 4, 5 of the system; each coil 3 or 4 or 5 was individually charged with the specified standard current.
  
  The measured values BK _{n, i} are to be assigned to the calculated values S _{i, k, n of} the equation (1.5) and naturally have a spread σ _{i, n} . The measurement errors on which this scattering is based are normally distributed around zero.
• b) The geometrical characteristics, number of turns and unit currents of the individual coils 3, 4, 5. The geometrical characteristic data can contain errors, of which generally only so-called position coordinate errors are serious and therefore worthy of correction. In this context, the "position coordinate" is understood to mean the coordinate which is constant at all corner points of a coil 3 or 4 or 5, ie at one
  V-coil 4 is the Z coordinate, at one
  L-coil 3 the X coordinate and at one
  A coil 5 the Y coordinate.

Therefore, the given values of the position coordinates of the individual coils 3, 4, 5 are to be understood as an approximation, which may require correction. It can be seen directly from formulas (1.1) and (1.3) that the coordinates are used exponentially in the magnetic field calculation.

The algorithm should now

- the position coordinate (nonlinear influencing variable) and
- the proportionality parameter P _{i, k} (linear influencing variable)

Determine for each individual coil 3 or 4 or 5 of the system in such a way that the unit field measured values Bk _{n, i} are approximated as closely as possible at the measurement locations Xm _{n, i} . For this purpose, an extended minimum least squares approach of the following form is used:

The measurement value scatter σ serves as a weighting variable and has the effect that measurement values are taken into account less the larger their scatter.

Darin sind die
J  die Anzahl der gesuchten Unbekannten
Uo  eine erste Näherung dieser Unbekannten und die
ΔU  die "Verbesserung" dieser Unbekannten, die zum Minimum des mittleren Fehlerquadrats führen soll.In order to determine the dependence of the coil magnetic field to be calculated, which is to be approximated to the unit field measured values, on the quantities sought, one writes in the form of a Taylor approach:

That's where they are
J the number of unknowns searched
A first approximation of these unknowns and the
ΔU the "improvement" of these unknowns, which should lead to the minimum of the mean square of the error.

wobei σ der Schrittzähler einer Iteration ist.Improved unknowns result in:

where σ is the step counter of an iteration.

If you insert formula (1.7) into the square error (1.6), the result is

Dies liefert

und

Die Koeffizienten der Matrix A und des Vektor R ergeben sich ohne weiteres beim Übergang von Gleichung (1.10) auf (1.11).The minimum square of the error is reached when the partial derivatives vanish after the sought improvements uj, that is

This provides

and

The coefficients of the matrix A and the vector R are readily obtained when transitioning from equation (1.10) to (1.11).

The formula (1.11) represents a system of equations with which improvements ΔU can be calculated for a predefined approximation of the sought quantities U _o (winding coefficients and coil position). Formula (1.8) then gives the improved quantities U _{o + 1} , which in turn lead to the calculation of new improvements ΔU _{o + 1} . This iteration - using convergence-securing procedures - must be repeated until a minimum of the mean square of error has been established or until two successive approximations no longer differ significantly from one another. The result then consists in a corrected coil position coordinates and in the winding coefficients Pi for the respectively examined coil 3 or 4 or 5.

In the next, ie third, process step, the compensation currents are now to be determined, ie the task of determining the currents I _k in the individual coils of an MES coil system is concerned, so that the magnetic interference field measured in the "unprotected vehicle" state is canceled as well as possible .

• a) aus dem zweiten Verfahrensschritt die (korrigierten) Spulen­geometriedaten, Windungszahlen und die Wicklungseffekte P_i.k aller Nsp Spulen eines Systems und
• b) N-Störfeld-Meßwerte der drei oder mindestens einer Komponente des zu kompensierenden magnetischen Störfeldes B_n,i (n=1, ...N, i = 1,2,3) mit den zugehörigen Meßorten Xm_n,i (n=1, ...N, i = 1,2,3).

The following values are given as output variables:

• a) the (corrected) coil geometry data, number of turns and the winding effects P _{ik of} all Nsp coils of a system and
• b) N interference field measured values of the three or at least one component of the magnetic interference field B _{n, i} (n = 1, ... N, i = 1,2,3) to be compensated with the associated measurement locations Xm _{n, i} (n = 1, ... N, i = 1,2,3).

The measured values are now also subject to a scatter σ _{n, i} ; the underlying measurement error distribution is normal with the mean o.

The sought compensation currents in the coils 3, 4, 5 are intended to generate a magnetic field which approximates or eliminates the measured interference field at the locations Xm in the sense of the smallest square of the error. As in the second step of the procedure, the process is repeated:

RS _{n, i} represents the magnetic field generated by all coils of the system in the N measuring points; if you use the formula expression (1.6), the mean square of the error becomes:

ein.The currents I _k are obviously a linear influencing variable; the minimum of the mean square of the error is thus without iteration for

a.

The corresponding differentiation leads to the following system of equations:

The equation for the currents I _k is:

Currents are thus determined which approximate the measured interference field B _{n, i} in the locations Xm _{n, i} in the sense of the minimum square of error; The measured interference field is compensated for by a change of drawing, i.e. for the compensation

In contrast to the known solution explained at the beginning with a direct mathematical model approach between the measured vehicle interference field and the compensation currents, the method according to the invention determines the "winding effects", i.e. a value that takes into account the realities of the ship, which depends on the material properties of the outer wall to be penetrated in real terms and the real built-in parts, as well as obtaining a correction for inaccurate coil geometry data.

The winding effect ultimately describes the difference between a real coil 3 or 4 or 5 located in the ship 1, the field of which is changed by the ferromagnetic masses of built-in parts and the outer skin and a correspondingly undisturbed coil field (air coil).

By including this winding effect, the compensation that can be achieved by the method according to the invention is better adapted to reality (which cannot be represented so comprehensively in a mathematical model), ie it is essential Lich more precisely, especially since coil errors are also detected or corrected, which likewise cannot be taken into account in the case of a mathematical model.

Compensation currents are determined from the measured interference field of the ship 1 with the aid of the winding effects. The super-positioned field of the individual MES coils gives the measured interference field with the opposite sign after one or more optimization steps (computational optimization). The individual correction MES currents are thus determined, which must be added to the previously set MES currents with the correct sign.

The mutual influence of the coil fields is sufficiently known by measuring the coil fields with a measuring carpet and can be taken into account accordingly; so the risk of overcompensation has been countered.

The above steps can be carried out manually or with the help of appropriate devices, but also combined manually / automatically. Such devices for the connection and measurement of winding currents, detection of magnetic fields, processing of algorithms and the like are sufficiently available to the person skilled in the art and can be combined to form suitable signal processing devices in the measuring system as a station.

If the method according to the invention already yields considerable advantages during the initial setting, the advantages are also particularly evident in the setting control in the usual subsequent routine measurements.

During the initial measurement, essential data are stored in a database, for example the winding currents causing the compensation according to size and direction (switching state of the coils), the (corrected) coil data, the winding effects.

It is also necessary to exactly determine the induced portion of the ship (separated by horizontal and vertical components) and to also store this information in the database. the induced fields not only have information value, but can also be used to determine errors. The transmission functions for the compensation of the horizontal and vertical induced fields, once determined for a ship, are fixed and are only dependent on the disturbances "course" and "area of application". The MES control system is responsible for correcting the course dependency. If the area of application changes, the feeds of the MES to compensate for the induced components are easy to determine. If extensive conversions have been carried out on a ship, the induced field determination must be carried out again.

5 shows a data flow plan "database creation" for a ship database 11. This data flow plan contains, in addition to the actual technical values, also the necessary secondary data, steps for data checking and data management.

In an input unit 6, the identifiers and secondary data for statistical and control purposes are created, and thus a "profile ship". A downstream test unit 7 checks the data for completeness and timeliness. The data can be forwarded from the test device 7 to a document output 8 or a data management 9. The data management 9 provides information for the surveyors and tests and plausibility checks of the measurements are carried out. The data management 9 works together with a unit 10 containing the measurement program and the ship database 11. The boat database 11 contains the identifiers, coil data, winding effects and the PJ separation. The data flow is indicated by arrows between the different device units.

If the measurement of a ship 1 is pending as part of the setting control, the switching states and coil currents of the MES system are transmitted to the measuring point 12 and measured with the ones stored in the ship database 11 until the measurement of the ship 1, as shown in FIG then compared current values.

The associated data flow diagram "MES setting" is shown in FIG. 7, with measured value transmission positions being identified by lightning symbols.

If any discrepancies are found, it is essential to find out how they came about and for what reason.

The ship is then measured with the MES system switched on and, if necessary, the information from the database is used to recalculate or reset the MES compensation currents in accordance with the method described in the third step of the initial setting with a subsequent control measurement to determine whether the desired minimization has been achieved an update of the ship's database.

Automatic or manual transmission of the switching states and the current winding currents from the ship 1 to the information processing system in the station 12 is possible. The magnetic measurement and recording of the data can take place in a stationary system or in an overflow process in a land or ship-based probe system, with distance determination.

In the case of a manually switched MES system, the setting data is expediently transferred using a display.

In the case of automatic setting, the setting data is expediently transferred to the automatic control cabinet in the ship or to the MES on-board computer.

By determining the MES currents for setting the MES system using an information processing system, based on a database of the winding effects, an optimal, reproducible MES setting can therefore be achieved in a very short time.

The number of measurements can be limited to an arrival and a discharge measurement.

It is advantageously possible for the MES systems to be set quickly, precisely and reproducibly even at measuring points which do not have a measuring carpet, or the method allows MES setting with a mobile measuring system, i.e. from a surveying ship with a route determination for the object to be surveyed.

Claims (7)

1. Method for setting a magnetic self-protection (MES) system with a large, three-axis coil system consisting of current-carrying coils (3,4,5) in three orthogonal axes to compensate for the magnetic interference field of a vehicle (1), in the first step in a stationary measuring system with the MES system switched off, the interference field to be compensated is measured in at least one coordinate direction at two measuring depths and the coil currents (compensation currents) are automatically determined in terms of size and direction so that the interference field is minimized,
characterized by
that in a second step successively each coil (3 or 4 or 5) is acted upon by a standard current in a predetermined direction and at least one component of the unit magnetic field that is produced is measured at predetermined locations and that using the predetermined measured values for the standard current, the standard magnetic field and the coil data, the "winding effect" of each coil (3 or 4 or 5), ie the difference between a real coil in the vehicle (3, 4, 5), whose field is determined by ferromagnetic Masses of built-in parts and outer skin is changed and a corresponding undisturbed coil field (air coil) describes - with correction of position coordinate errors in the coil data - by coil-iterative approximation of the calculated value of the unit magnetic field to the corresponding measured values by means of a first algorithm that it is determined in a third step using the values for the vehicle measured in the first step Interference field and the values obtained in the second step for the winding effects and the corrected coil data, the optimal compensation currents can be determined by means of a current-iterative approximation of the coil system field to the measured interference field by means of a second algorithm. 2. The method according to claim 1,
characterized by
that the winding effect of each coil (3 or 4 or 5) and the coil data as well as the optimal compensation currents according to size and direction (switching state of the coils) are stored in a vehicle-typical database (11). 3. The method according to claim 2,
characterized by
that additionally the sizes of the permanent, the induced and the vortex field portion of the magnetic interference field are stored separately. 4. Method for setting control of a magnetic self-protection (MES) system with a large, three-axis coil system consisting of current-charged coils (3, 4, 5) in three orthogonal axes to compensate for the magnetic interference field of a vehicle,
characterized by
that values stored in a database (11) are compared via coil data and the optimal compensation currents of the initial setting with the current values of the MES system, then an interference field measurement is carried out with the MES system switched on and possibly based on values stored in the database (11) Using the winding effects of the coils (3, 4, 5) and corrected coil data, new optimal compensation currents can be determined by an algorithm using the current-iterative approximation of the calculated value of the interference field to the measured interference field and that a check measurement is then carried out to determine whether the desired minimization of the interference field is reached. 5. The method according to claim 4,
characterized by
that the setting control is carried out on stationary and on overflow measuring sections, but in the latter case with simultaneous determination of the measuring point coordinates in the overflow measuring. 6. The method according to claim 4 or 5,
characterized by
that the setting data for the MES system are transferred online to corresponding signal processing devices of the vehicle (MES automatic cabinet; MES on-board computer). 7. The method according to claim 4 or 5,
characterized by
that the setting data for the MES system are transmitted to the operator of the MES system on a screen.

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