GB2216601A - Throttle valve assembly - Google Patents
Throttle valve assembly Download PDFInfo
- Publication number
- GB2216601A GB2216601A GB8906447A GB8906447A GB2216601A GB 2216601 A GB2216601 A GB 2216601A GB 8906447 A GB8906447 A GB 8906447A GB 8906447 A GB8906447 A GB 8906447A GB 2216601 A GB2216601 A GB 2216601A
- Authority
- GB
- United Kingdom
- Prior art keywords
- spindle
- assembly
- throttle valve
- damping means
- valve assembly
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
- H01F7/00—Magnets
- H01F7/06—Electromagnets; Actuators including electromagnets
- H01F7/08—Electromagnets; Actuators including electromagnets with armatures
- H01F7/14—Pivoting armatures
- H01F7/145—Rotary electromagnets with variable gap
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/18—Suppression of vibrations in rotating systems by making use of members moving with the system using electric, magnetic or electromagnetic means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
- F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2201/00—Metals
- F05C2201/02—Light metals
- F05C2201/021—Aluminium
Abstract
In a throttle valve assembly a flap member (13) is carried by a spindle (11) which is rotatable by an electric drive device (14), damping means (22) being provided for damping angular oscillation of the spindle. The damping means may comprise a sleeve (22) or a disc (25), Fig 3, of electrically conductive paramagnetic material, e.g. aluminium or copper or possibly a ferromagnetic material, provided it is sufficiently thin. <IMAGE>
Description
THROTTLE VALVE ASSEMBLY
This invention relates to a throttle valve
assembly primarily for use in controlling the air supply to an internal combustion engine, for example a butterfly valve assembly for use in an automobile engine.
Conventionally a throttle valve assembly includes a rotatable spindle carrying a flap member movable by rotation of the spindle to vary the opening of an air inlet passage. The spindle, in the conventional arrangement, is directly mechanically connected to a manually operable throttle control member, for example an automobile accelerator pedal, either by a linkage, or by a Bowden Cable arrangement. A return spring is provided either at the manually operable control, or at the throttle spindle, or both, to return the mechanism to a rest position in which the flap member closes, or substantially closes the air inlet passage.
It has recently been proposed to substitute electrical control for the mechanical connection between the throttle control member and the throttle valve assembly. In the recent proposal an electric motor, conveniently a torque motor, is coupled to the throttle valve spindle, a potentiometer or the like is operated by the manual control member and electrical signals derived from the potentiometer are supplied by way of conductive leads, and an electronic control system, to the torque motor so that the spindle of the throttle valve, and therefore the flap member of the throttle valve, are moved in accordance with the movement of the manual throttle control member. Such arrangements are known as "drive-by-wire".In order that the throttle valve has a rapid response characteristic the overall mass of the system, including the movable parts of the throttle valve and the motor must be kept low. There is however an attendant disadvantage in that the system has a correspondingly low moment of inertia, and thus the flap member of the throttle valve is susceptible to oscillation as a result, for example, of pulsation of the air column in the inlet passage, or arising from rapid movements of the manual control member (the accelerator pedal). If the flap member of the throttle valve oscillates then the air\fuel ratio of the mixture supplied to the internal combustion engine will vary accordingly thus giving rise to poor engine performance.
It is an object of the present invention to provide a throttle valve assembly wherein the aforementioned disadvantages are minimised.
In accordance with a first aspect of the present invention there is provided a throttle valve assembly comprising a rotatable spindle, a flap member carried by the spindle and cooperating, in use, with the air inlet passage of an internal combustion engine so as to vary the opening of the passage in accordance with the angular position of the spindle, an electric drive device for moving the spindle angularly, and damping means for damping angular oscillation of the spindle.
Preferably said damping means is electromagnetic.
Conveniently said damping means is incorporated in said electric drive device.
Alternatively said damping means is an assembly separate from the electric drive device and cooperating directly with said spindle.
Conveniently said damping means comprises an electrically conductive element movable through a magnetic field in response to angular movement of said spindle, whereby eddy currents are generated in the
element so providing a force opposing the movement giving
rise to generation of the eddy currents.
Alternatively said damping means comprises an
electrically conductive element intersecting a magnetic
field, said magnetic field being movable relative to said
element in response to angular movement of said spindle, whereby eddy currents are generated in said element so as
to provide a force opposing the movement giving rise to
generation of the eddy currents.
Preferably said conductive element is formed from aluminium.
One example of the invention is illustrated in the accompanying drawings wherein:
Figure 1 is a diagrammatic sectional view of a torque motor of a throttle valve assembly,
Figure 2 is a diagrammatic sectional view of the motor of Figure 1, but in a plane at right angles to that of Figure 1, and showing also the flap member of the throttle valve, and
Figure 3 is a transverse sectional view of an alternative damping means associated with the throttle valve spindle.
Referring first to Figures 1 and 2 of the accompanying drawings it can be seen that the throttle valve assembly includes a rotatable spindle 11 which, at one end, extends across the circular cross-section air inlet passage 12 of an internal combustion engine.
Within the passage 12 the spindle 11 carries a flap member 13 in the form of a circular metal disc of diameter substantially equal to the internal diameter of the passage 12. Rotation of the spindle 11 through 90o relative to the passage 12 moves the flap member 13 from a position wherein the passage is open, and the flap member 13 lies parallel to the direction of air flow
along the passage, to a position which the passage is
closed by the flap member 13 lying transverse to the air
flow direction. Such an arrangement is known as a butterfly valve.
Externally of the passage 12 the spindle 11 is directly connected to the rotor 15 of an electric torque motor 14. The torque motor 14 comprises an external housing 14a having integral mounting brackets (not shown) whereby the motor is fixed in relation to the air inlet passage in use. Within the housing 14a the motor includes the rotor 15 which is rotatable within a stator assembly 16. The rotor 15 comprises a cylindrical body 17 of ferromagnetic material, conveniently soft iron or mild steel, attached co-axially to the spindle 11. The cylindrical surface of the body 17 is formed with a pair of diametrically opposed circumferentially extending recesses within which are housed correspondingly shaped permanent magnets 18. The outer surfaces of the permanent magnets 18 are flush with the outer surface of the remainder of the body 17.Conveniently the permanent magnets are formed from a material of high flux density, for example samarium cobalt permanent magnet material.
The permanent magnets 18 are radially polarised and are arranged such that the exposed face of one of the magnets is of opposite magnetic polarity to the exposed face of the other magnet. Thus the body 17 has diametrically opposed north and south magnetic poles.
The stator 16 comprises a ferromagnetic (conveniently soft iron, or mild steel) yoke having a pair of end portions defining spaced electromagnet poles 19. The rotor 15 is positioned between the poles 19, the poles 19 presenting concave cylindrical surfaces to the rotor 15, the concave cylindrical surfaces having a common axis coincident with the axis of rotation of the
rotor 15. A substantial air gap exists between the outer
cylindrical surface of the rotor 15 and the concave
cylindrical surfaces of the poles 19. The yoke of the
stator 16 includes an integral portion 21 interconnecting
the poles 19 and encircled by an electromagnet winding,
the arrangement being such that passage of an electric
current through the winding 21 induces a magnetic field
between the poles 19, the poles 19 being induced magnetic
poles of opposite polarity.
It will be recognised that when electric current
flows in the winding 21 the rotor 15 is induced to rotate
about the axis of the spindle 11 to a position in which
the permanent magnet north pole of the rotor 15 is
adjacent the induced south pole of the stator 16, and the permanent magnet south pole of the rotor 15 is adjacent the induced north pole of the stator 16. This position of the rotor 15 and spindle 11 corresponds to the fully opened position of the throttle valve wherein the flap member 13 lies parallel to the air flow direction in the passage 12. A return spring acts on the spindle 11 to urge the spindle to rotate to a position in which the flap member 13 closes the passage 12, and thus the position assumed by the spindle 11, relative to the passage 12, when current flows in the winding 21 is determined by the value of the current. The higher the current the greater the magnetic force generated, and the further the rotation of the rotor 15 and spindle 11 from the rest position, towards the valve fully open position, against the action of the return spring.
In use, in conjunction with an internal combustion engine of an automobile, the current flowing in the winding 21 is determined by the positioning of the movable member of a potentiometer moved directly by the accelerator pedal of the vehicle. The connection between the potentiometer and the winding 21 is made through
conductive leads and an electronic control system the details of which form no part of the present invention.
In the throttle valve assembly described above the mass of the moving components, that is to say the spindle 11, the flap member 13, and the rotor 15, is arranged to be as small as possible so as to enhance the response time characteristics of the system. However, attendant upon low mass is low inertia and in the absence of some means for damping the angular movement of the spindle 11 the spindle 11 and flap member 13 are found, on occasions, to oscillate for example as a result of rapid movement of the accelerator pedal, or pulsations in the air column in the air inlet passage.Such oscillations of the flap member 13 can give rise to loss of engine performance, undesirable exhaust emissions, and increase fuel consumption, and in the arrangement illustrated in
Figures 1 and 2 the angular movement of the spindle 11 is damped by the provision of a cylindrical aluminium sleeve 22 positioned in the air gap between the rotor 15 and the stator 16 with its cylindrical axis on the axis of the rotor 15. Thus a reduced air gap exists between the rotor 15 and the sleeve 22, and a similar reduced air gap exists between the sleeve 22 and the concave faces of the poles 19. The sleeve 22 is fixed by being secured at one end to the housing 14a of the motor. Thus the rotor 15 rotates within the sleeve 22 and of course as the rotor 15 rotates the magnetic field extending between the permanent magnet 18 and the poles 19 moves relative to the sleeve 22.In effect therefore the sleeve 22 is cutting lines of magnetic flux between the poles 19 and the permanent magnets 18 and as a result thereof eddy currents are generated in the sleeve 22. It will be recognised that the eddy currents which are generated in the sleeve 22 in turn generate a magnetic field opposing the movement of the rotor which is giving rise to their generation. Thus the presence of the sleeve 22 effects
damping of movements of the rotor and minimises, or
obviates undesirable oscillations of the flap member 13.
It will be recognised that a similar effect can be
achieved by mounting the sleeve 22 on the rotor 15 so
that the sleeve rotates with the rotor relative to the poles 19.
In the modification illustrated in Figure 3 the damping arrangement of the spindle 11 is separate from the torque motor. The spindle 11 in Figure 3 is coupled at one end to the rotor 15 of a torque motor and carries the flap member 13 at its opposite end. Intermediate the flap member and the torque motor the spindle 11 passes freely through a mild steel housing 23 the position of which is fixed. The housing 23 is annular, and is of disc-like form having parallel front and rear faces 23a, 23b interconnected at their periphery by a cylindrical side wall 23c. The side wall 23c incorporates a mounting flange 23d and the annular housing 23 is positioned with its axis coincident with the axis of the spindle 11, the spindle passing therethrough. Within the housing and secured to the inner face of the rear wall 23b thereof is an annular permanent magnet 23 which is axially polarised.Thus the magnet 24 which has its axis coincident with the axis of the spindle 11, has one of its magnetic poles in facial engagement with the wall 23b and its opposite pole presented to, but spaced from, the inner surface of the wall 23a. Within the air gap between the magnet 24 and the wall 23a and parallel to the walls 23a and 23b is an annular aluminium disc 25 secured at its centre to the spindle 11 so as to rotate therewith. Conveniently the spindle 11 includes a screw threaded region 26 with which is engaged a nut 27 to which the annular disc 25 is fixed. The screw threaded connection between the spindle 11 and the nut 27 permits limited adjustment of the axial position of the disc 25 relative to the housing 23. Desirably the disc lies midway between the exposed pole of the magnet 24 and the inner face of the wall 23a.
The magnet 24 is formed from a permanent magnet material of high flux density, conveniently samarium cobalt permanent magnet material. Thus since the housing 23 is formed from magnetically conductive material there is an intense magnetic field across the air gap between the magnet 24 and the wall 23a of the housing. The magnetic field is intersected by the disc 25 which is electrically conductive and it will be recognised therefore that as the spindle 11 is moved angularly relative to the housing 23 the disc moves through the magnetic field crossing the air gap and eddy currents are generated in the disc. As mentioned above it will be recognised that the magnetic field generated by the eddy currents flowing in the disc 25 is such as to oppose the movement of the disc which is giving rise to generation of the eddy currents.
In the throttle valve assembly described with reference to Figure 3 it will be recognised that the spindle movement is damped by means of a damping arrangement separate from the torque motor. Thus the torque motor utilized in the throttle valve assembly described with reference to Figure 3 can be a standard, commercially available component.
It will be recognised that electrically conductive, paramagnetic materials other than aluminium can be used in the construction of the sleeve 22 or disc 25, and for example copper could be used. Moreover it is believed that ferromagnetic sheet material could also be used in the construction of the disc or sleeve, provided that the disc or sleeve is sufficient by thin or otherwise arranged to minimise shunting of magnetic flux to the associated structure.
It will be understood that other permanent magnetic materials could be utilized if desired.
Moreover, although it is preferred to use a torque motor having a 900 throw as the driving component for the spindle 11, other forms of electric motor could be utilized if desired. For example, a motor having a rotor which can rotate freely, rather than being restricted to a 900 throw, could be utilized providing that a gearing is interposed between the motor output and the spindle 11.
Claims (9)
1. A throttle valve assembly comprising a rotatable spindle, a flap member carried by the spindle and
cooperating, in use, with the air inlet passage of an internal combustion engine so as to vary the opening of the passage in accordance with the angular position of the spindle, an electric drive device for moving the spindle angularly, and damping means for damping angular oscillation of the spindle.
2. As assembly as claimed in claiml wherein said damping means is electromagnetic.
3. An assembly as claimed in claim 1 or claim 2 wherein said damping means is incorporated in said electric drive device.
4. An assembly as claimed in claim 1 or claim 2 wherein said damping means is an assembly separate from the electric drive device and cooperating directly with said spindle.
5. An assembly as claimed in any one of claims 1 to 4 wherein said damping means comprises an electrically conductive element movable through a magnetic field in response to angular movement of said spindle, whereby eddy currents are generated in the element so providing a force opposing the movement giving rise to generation of the eddy currents.
6. An assembly as claimed in any one of claims 1 to 4 wherein said damping means comprises an electrically conductive element intersecting a magnetic field, said magnetic field being movable relative to said element in response to angular movement of said spindle, whereby eddy currents are generated in said element so as to provide a force opposing the movement giving rise to generation of the eddy currents.
7. As assembly as claimed in claim 5 or claim 6 wherein said conductive element is formed from aluminium.
8. A throttle valve assembly substantially as hereinbefore described with reference to Figures 1 and 2 of the accompanying drawings.
9. A throttle valve assembly substantially as hereinbefore described with reference to Figure 3 of the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB888806951A GB8806951D0 (en) | 1988-03-23 | 1988-03-23 | Throttle control arrangement |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB8906447D0 GB8906447D0 (en) | 1989-05-04 |
| GB2216601A true GB2216601A (en) | 1989-10-11 |
Family
ID=10633981
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB888806951A Pending GB8806951D0 (en) | 1988-03-23 | 1988-03-23 | Throttle control arrangement |
| GB8906447A Withdrawn GB2216601A (en) | 1988-03-23 | 1989-03-21 | Throttle valve assembly |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB888806951A Pending GB8806951D0 (en) | 1988-03-23 | 1988-03-23 | Throttle control arrangement |
Country Status (1)
| Country | Link |
|---|---|
| GB (2) | GB8806951D0 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE9013980U1 (en) * | 1990-10-08 | 1992-02-06 | Hella Kg Hueck & Co, 4780 Lippstadt, De | |
| EP0482284A1 (en) * | 1990-10-24 | 1992-04-29 | VDO Adolf Schindling AG | Load control apparatus |
| GB2365945A (en) * | 2000-08-16 | 2002-02-27 | Rolls Royce Plc | A vibration damping system |
| US9551615B2 (en) | 2014-07-18 | 2017-01-24 | Tecan Trading Ag | Monochromator comprising vibration resistant moveable optical elements |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB574894A (en) * | 1943-12-23 | 1946-01-24 | Nalder Bros & Thompson Ltd | Improvements in or relating to damping apparatus for electrical instruments, meters and relays |
| GB799763A (en) * | 1956-08-14 | 1958-08-13 | Kearbott Company Inc | Improvements relating to a damping device for damping the output of a motor |
| GB1009501A (en) * | 1960-10-31 | 1965-11-10 | Roe A V & Co Ltd | Improvements in or relating to constant speed drives |
| GB2071426A (en) * | 1980-03-05 | 1981-09-16 | Ford Motor Co | Carburettors Inductive Couplings |
| GB2095046A (en) * | 1981-03-12 | 1982-09-22 | Elektromasch Forsch Entwick | Electrodynamically damped stepping motor |
| GB2103023A (en) * | 1981-07-09 | 1983-02-09 | British Aerospace | Damping device |
| US4409940A (en) * | 1979-12-31 | 1983-10-18 | Fritz Heinzmann Gmbh & Co. | Speed governor for internal combustion engines |
| GB2132792A (en) * | 1982-10-30 | 1984-07-11 | Porsche Ag | Damping jerking movements in motor vehicles |
-
1988
- 1988-03-23 GB GB888806951A patent/GB8806951D0/en active Pending
-
1989
- 1989-03-21 GB GB8906447A patent/GB2216601A/en not_active Withdrawn
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB574894A (en) * | 1943-12-23 | 1946-01-24 | Nalder Bros & Thompson Ltd | Improvements in or relating to damping apparatus for electrical instruments, meters and relays |
| GB799763A (en) * | 1956-08-14 | 1958-08-13 | Kearbott Company Inc | Improvements relating to a damping device for damping the output of a motor |
| GB1009501A (en) * | 1960-10-31 | 1965-11-10 | Roe A V & Co Ltd | Improvements in or relating to constant speed drives |
| US4409940A (en) * | 1979-12-31 | 1983-10-18 | Fritz Heinzmann Gmbh & Co. | Speed governor for internal combustion engines |
| GB2071426A (en) * | 1980-03-05 | 1981-09-16 | Ford Motor Co | Carburettors Inductive Couplings |
| GB2095046A (en) * | 1981-03-12 | 1982-09-22 | Elektromasch Forsch Entwick | Electrodynamically damped stepping motor |
| GB2103023A (en) * | 1981-07-09 | 1983-02-09 | British Aerospace | Damping device |
| GB2132792A (en) * | 1982-10-30 | 1984-07-11 | Porsche Ag | Damping jerking movements in motor vehicles |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE9013980U1 (en) * | 1990-10-08 | 1992-02-06 | Hella Kg Hueck & Co, 4780 Lippstadt, De | |
| EP0482284A1 (en) * | 1990-10-24 | 1992-04-29 | VDO Adolf Schindling AG | Load control apparatus |
| US5193503A (en) * | 1990-10-24 | 1993-03-16 | Vdo Adolf Schindling Ag | Load adjustment device |
| GB2365945A (en) * | 2000-08-16 | 2002-02-27 | Rolls Royce Plc | A vibration damping system |
| US6688439B2 (en) | 2000-08-16 | 2004-02-10 | Rolls-Royce Plc | Vibration damping system and a method of damping vibrations |
| GB2365945B (en) * | 2000-08-16 | 2004-02-11 | Rolls Royce Plc | A vibration damping system and a method of damping vibrations |
| US9551615B2 (en) | 2014-07-18 | 2017-01-24 | Tecan Trading Ag | Monochromator comprising vibration resistant moveable optical elements |
| EP2975369B1 (en) * | 2014-07-18 | 2017-11-15 | Tecan Trading AG | Monochromator with low-vibration movable optical elements |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8806951D0 (en) | 1988-04-27 |
| GB8906447D0 (en) | 1989-05-04 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |