## 3 Results and Discussion  
Figure 3 depicts the experimental results of the algorithm testing when the railcar, which is loaded with various masses of ferrous scrap, passed through the coil. To illustrate the variation in the air gap, the abscissa shows the position of the upper edge of the ferromagnetic material with a fixed weight of 25 tons, with a different bulk density load with reference to the railcar floor. Figure 4 also shows the dependence of the loss angle integral on mass. Figure 4: The dependence of the loss angle integral on mass for the different types of cargo with a fixed air gap. The color of the car in the explanation corresponds to the color of a straight line on the graph in the legend. Figure 3: Dependence of the loss angle integral on the air gap parameters. The obtained dependence was close to linear, confirming the validity of Equation (27). Each type of scrap has its own calibration line, allowing us to estimate the value of the integral of the angle of loss corresponding to the mass of the magnetic material in the car. Type 3A is a fine scrap metal with the individual pieces not being more than \(1.5\times 0.5\times 0.5\) m in size. Type 5A is a large-sized scrap with bigger dimensions than type 3. Technological trim is a scattering of small-sized metal discs with high bulk density. Similarly, the linear dependence may be experimentally obtained by varying the height position of the fixed mass of the ferromagnetic material in the railcar, as shown in Figure 5. To determine the dependence of the loss angle integral on load height, a constant mass of scrap (18.450 tons) was placed at different heights inside the railcar, with an interval of approximately 0.6 m. The gaps were filled with a non-magnetic material (wood). The results in Figure 5 show that the same flat load, located at different heights within the volume of a railroad car, produces different loss angle integral values. As the load rises to the upper level, the loss angle increases linearly, and its value is proportional to the level of the load. The instantaneous values of the loss angle also enable the estimation of the location of the cargo within the limits of the volume of the railway car (Figure 6). The test cars are loaded with magnetic mass, each of which has a different weight and location inside the car, as shown in the explanation of the figure. The location and weight are shown in the pictures below the graph. The color of each location corresponds to the color of the curve in the graph. The graphs show that the appearance of a localized load is accompanied by a maximum on the loss curve. As the load moves from the front to the rear wall, the maximum is shifted accordingly. As the mass decreases, the intensity of the maxims decreases. This is also depicted in Figure 2. Local maxima on the curves of the instantaneous values of the angle of loss correspond to inhomogeneities in the load distribution. The maxima occur in areas with a higher bulk density or loading level. Depressions are at the lowest bulk density and level. Figure 5: The dependence of the loss angle integral on a vertical position of a ferromagnetic object of constant mass. Therefore, the signal processing algorithm linearly reflects the magnetic characteristics of the core such as mass, air gap, and spatial positioning. As mentioned above, the practicality of the algorithm is its insensitivity to changes in the non-magnetic components of the load. For a typical task of a fully loaded wagon with scrap metal of a known type, the algorithm for automatic online measurement can be demonstrated using the following example. The algorithm experimental tests on real objects (a railcar loaded with ferromagnetic material and non-magnetic inclusions) showed positive results. Testing was conducted in the following order:  
1. Measurement of integral of dielectric losses envelope curve for ferromagnetic freight of known mass;
2.