Patent Number: 048266485
Section: description

DESCRIPTION OF PREFERRED EMBODIMENT A neutron absorbing bar as described may be used in present day reactors as well as in spectrum shift reactors still in the design stage. It may, for example, be used in combination with a fuel assembly as disclosed in European Patent No. 159 509 already mentioned or with a fuel assembly as described in French Patent No. 84 19917. Referring to FIG. 1, the relative position of the pommel or hub 8 of an absorbant bar and of the elements which it contains is shown when the bar is separated from its drive shaft and rests on a bearing surface 10 which will be assumed to be the upper core plate of a reactor (but which could be the upper end nozzle of a fuel assembly). Pommel 8 and radial fins 12 connected thereto constitute a unit generally called "spider". The arms 12, formed as thin vertical vanes, carry vertical rods 14 which, in the position in which the pommel is shown, are completely engaged in guide tubes of one or more fuel assemblies. The drive shaft (not shown) has a conventional gripper whose fingers may be spread out for engagement into an upper internal recess 46 of the pommel. The damping device incorporated in pommel 8 may be considered as including three parts, namely a hydraulic brake, a damper or "dashpot" for attenuating the initial shock and an end-of-travel load absorbing coil spring. The hydraulic brake comprises a cylinder formed in the sleeve and closed at its upper end. A hollow piston 18 is slidably sealingly received in the bore 16 of the cylinder. The piston 18 has a transverse wall 19 supporting resilient return and damping means 20. As shown, the resilient means consist of two helical springs in series relation, having opposite winding directions to avoid rotational effects. The two springs 20 are guided by a central rod 22 fixed to the bottom wall of the cylinder. The cylindrical wall of the cylinder is formed with openings 24 for throttling the water flow forced out of the cylinder by piston 18. The openings are spaced apart along the cylinder. They are distributed in a longitudinal plurality of sets (for example each of two holes) to balance the hydrodynamic transverse thrusts due to the water jets which during movement of the piston are forced out of the cylinder. The number of sets will depend on the desired progressivity, taking into account the difference in conditions when the coolant is cold and when hot. In practice, sixteen sets will generally be sufficient. Piston 18 advantageously has a downwardly directed radial shoulder 26 between a portion which has a sliding fit in the cylinder and a portion which has an annular clearance. The shoulder 26 is at such a distance from the lower end of the piston that the clearance communicates with the lower sets of openings 24 even when the bar is completely inserted in the core (FIG. 1), for providing a cooling water flow. The extent of downward travel of piston 18 is limited by a stop ring 28 housed in an internal groove of the cylinder. As shown in FIG. 1, the pommel has at its lower part a slot 30 for easier access to the stop ring 28. The ring may be welded in position. The purpose of the shock damper is to attenuate the shock of piston 18 upon bar fall. The damper has a plunger 32 slidable in a blind bore formed in the piston below the dividing wall 19. A reset spring 36, of low stiffness as compared with spring 20, biases the plunger 32 downwardly against a stop ring 38. A restricted hole (or holes) 34 formed in the wall of the piston opposes a calibrated head loss to flow of liquid driven out by plunger 32 upon impact. A single hole has been shown in FIG. 1, but in general several holes will be provided with such a spacing that the impact speed of piston 18, when the plunger 32 is completely retracted, is reduced to as low a value as possible. Finally, an end-of-travel spring 40 is retained between the bottom of the cylinder and a flanged thimble 42 on which the resilient means 20 also rest. The flanged thimble 42 has a longitudinal size such that the piston 18 comes in abutment thereagainst at the end of travel of the hydraulic brake. The compression of spring 20 absorbs the residual momentum of the bar after hydraulic braking. One or more openings 44 may be provided in the cylinder for allowing the liquid to flow out of the cylinder during the upward movement of flanged thimble 42. When the pommel bears on the core-plate, as shown in FIG. 1, the plunger 32 is completely retracted in the piston. The latter projects by a slight amount, retained by the compression force exerted by the end-of-travel spring 40. The device operates as follows: As long as the bar is connected to its drive shaft, plunger 32 is held down in abutment against ring 38 by spring 36. The shoulder 26 of piston 18 is held in abutment against the stop ring 28 by springs 20. The springs 20 are prestressed such that the piston 18 remains in abutment against ring 28 despite inertial forces generated by the step-by-step control of the bar drive mechanism, which frequently causes accelerations reaching 15 g. It will generally be sufficient for the spring 20 to have a prestressing at rest of about 20 daN, if the weight of piston 18 is low enough. Finally, the end-of-travel spring 40 is completely relaxed. During a first phase of operation, only the shock damper of the dashpot acts: from the time that plunger 32 comes into contact with core plate 10 (FIG. 2A), the plunger is moved into the piston 18 and drives liquid through the openings 34. At the end of the first phase (FIG. 2B) the piston 18 comes into contact with plate 10. During the second phase, piston 18 moves along the cylinder, compresses springs 20 and drives out water from the cylinder through the openings 24 (not shown in FIGS. 2A-2E) which oppose a pressure drop which increases as the piston moves (FIG. 2C). The second operating phase ends when piston 18 comes into abutment against flange 42 (FIG. 2D) and begins to compress the end-of-travel spring 40. Continued penetration of piston 18 causes spring 40 to compress until complete damping is obtained (FIG. 2E). The openings 24 may all be located above the arms in which case they may be drilled after the arms have been screwed to the cylinder.