Patent Publication Number: US-2022212699-A1

Title: Railcar damping system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is related to and claims the benefit of priority of co-pending U.S. Provisional Application Nos. 63/134,302 filed on Jan. 6, 2021, 63/175,164 filed on Apr. 15, 2021, and 63/203,295 filed on Jul. 16, 2021, the entire contents of each being incorporated herein by reference. 
    
    
     FIELD OF THE INVENTION 
     Embodiments relate to a railcar damping system that provides for differentiated travel between buff and draft movements and, in particular, the damping system allows for full compression in buff but limited compression in draft. 
     BACKGROUND OF THE INVENTION 
     A railcar damping system is a device that is positioned at or near an end of a railcar and is in mechanical connection with the railcar&#39;s coupler. When it is desired to couple a railcar to another railcar, one of the railcars is advanced towards the other to generate an impact coupling event—two couplers connect to each other to join the two railcars together. The damping system absorbs and controllably dissipates energy of the impact so as to reduce or eliminate damage to the railcars. This is known as a buff event. In addition, when a locomotive causes the railcars (after they have been coupled to each other) to move for transporting the railcars, the damping system absorbs and controllably dissipates energy to mitigate damage to the railcars. This is known as a draft event. During travel, the damping system again absorbs and dissipates energy via multiple buff and draft events to mitigate damage due to slack between railcars, start-stop motion, in-train forces, cycling, changes in topography, etc. 
     Conventional railcar damping systems provide means to absorb/dissipate energy, yet they generally provide the same energy absorption/dissipation in in both buff and draft. Benefits can be realized by having a damping system that provides for differentiated travel for buff and draft movements and, in particular, limited travel for draft. Conventional systems can be appreciated from U.S. Pat. Nos. 10,513,275, 10,384,696, 10,308,263, 9,598,092, and U.S. Publ. No. 2015/0251651. 
     The present disclosure is directed toward overcoming one or more of the above-mentioned problems, though not necessarily limited to embodiments that do. 
     SUMMARY OF THE INVENTION 
     Embodiments relate to a damping system facilitating travel in draft motion that differs from travel in buff motion—i.e., it is able to dissipate more energy in buff than in draft, protecting the car structure and lading during a buff event and limiting inter-car slack during a draft event. The damping system compresses in both buff and draft motions, but various features of the inventive damping system allow it to be compressed fully in the buff motion for maximum energy absorption, while limiting travel in the draft motion by not permitting full compression of the damping system so as to reduce inter-car slack. 
     An exemplary embodiment relates to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front and rear stops defining a center sill pocket. The system can have one or more front stops and one or more rear stops. The system includes a yoke provided in the center sill pocket and having a longitudinal axis, the yoke including opposing top and bottom walls extending longitudinally and including a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket and configured for receiving and dissipating external forces acting on a coupler connected to the yoke. The system includes a longitudinally moveable member having a side wall extending longitudinally along the center sill pocket and having proximal and distal ends and an end wall connected to the side wall distal end, the end wall being transverse to the longitudinal axis and extending into the yoke pocket. The system includes a follower block provided within the yoke pocket for movement along the longitudinal axis, the follower block being positioned transversely of the longitudinal axis and including a flange portion defining opposing proximal and distal facing stop sides. The front stop(s) is disposed at a proximal end of the center sill pocket and the rear stop(s) is disposed at a distal end of the center sill pocket. The front stop includes a proximal stop surface and a distally extending portion extending longitudinally and terminating in a distal stop surface. In buff movement, the follower block is urged toward the distal end of the center sill pocket and engages the damping assembly, and the flange portion of the follower block travels along the distally extending portion of the front stop and engages the side wall of the longitudinally moveable member defining a full buff position. In draft movement, the longitudinally moveable member is urged toward the proximal end of the center sill pocket until the proximal end of the longitudinally moveable member engages the distal stop surface of the front stop defining a full draft position. 
     Another exemplary embodiment relates to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front and rear stops defining a center sill pocket. The system can have one or more front stops and one or more rear stops. The system includes a yoke provided in the center sill pocket and having a longitudinal axis, the yoke including opposing top and bottom walls extending longitudinally and including a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket and configured for receiving and dissipating external forces acting on a coupler connected to the yoke. In some embodiments, the damping assembly includes a housing having a side wall extending longitudinally along the center sill pocket and having proximal and distal ends and an end wall connected to the side wall distal end, the end wall being transverse to the longitudinal axis and extending into the yoke pocket. The system includes a follower block provided within the yoke pocket for movement along the longitudinal axis, the follower block being positioned transversely of the longitudinal axis and including a flange portion defining opposing proximal and distal facing stop sides. The front stop(s) is disposed at a proximal end of the center sill pocket and the rear stop(s) is disposed at a distal end of the center sill pocket. The front stop includes a proximal stop surface and a distally extending portion extending longitudinally and terminating in a distal stop surface. In buff movement, the follower block is urged toward the distal end of the center sill pocket and engages the damping assembly, and the flange portion of the follower block travels along the distally extending portion of the front stop and engages the side wall of the housing defining a full buff position. In draft movement, the housing is urged toward the proximal end of the center sill pocket until the proximal end of the housing engages the distal stop surface of the front stop defining a full draft position. 
     Another exemplary embodiment relates to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front and rear stops defining a center sill pocket. The system can have one or more front stops and one or more rear stops. The system includes a yoke provided in the center sill pocket and having a longitudinal axis, the yoke including opposing top and bottom walls extending longitudinally and including a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket and configured for receiving and dissipating external forces acting on a coupler connected to the yoke. The system includes a longitudinally moveable member having a side wall extending longitudinally along the center sill pocket and having proximal and distal ends and an end wall connected to the side wall distal end, the end wall being transverse to the longitudinal axis and extending into the yoke pocket. The system includes a follower block provided within the yoke pocket for movement along the longitudinal axis, the follower block positioned transversely of the longitudinal axis and including a protrusion defining opposing proximal and distal facing stop sides. The front stop(s) is disposed at a proximal end of the center sill pocket and the rear stop(s) is disposed at a distal end of the center sill pocket. The front stop includes a proximal stop surface and two distally extending portions extending longitudinally and terminating in two distal stop surfaces. In buff movement, the follower block is urged toward the distal end of the center sill pocket and engages the damping assembly, and the protrusion of the follower block travels along the two distally extending portions of the front stop and engages the side wall of the longitudinally moveable member defining a full buff position. In draft movement, the longitudinally moveable member is urged toward the proximal end of the center sill pocket until the proximal end of the longitudinally moveable member engages the two distal stop surfaces of the front stop defining a full draft position. 
     Another exemplary embodiment relates to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front and rear stops defining a center sill pocket. The system can have one or more front stops and one or more rear stops. The system includes a yoke provided in the center sill pocket and having a longitudinal axis, the yoke including opposing top and bottom walls extending longitudinally and including a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket and configured for receiving and dissipating external forces acting on a coupler connected to the yoke. The damping assembly includes a housing having a side wall extending longitudinally along the center sill pocket and having proximal and distal ends and an end wall connected to the side wall distal end, the end wall transverse to the longitudinal axis and extending into the yoke pocket. The system includes a follower block provided within the yoke pocket for movement along the longitudinal axis, the follower block being positioned transversely of the longitudinal axis and including a protrusion defining opposing proximal and distal facing stop sides. The front stop(s) is disposed at a proximal end of the center sill pocket and the rear stop(s) is disposed at a distal end of the center sill pocket. The front stop includes a proximal stop surface and two distally extending portions extending longitudinally and terminating in two distal stop surfaces. In buff movement, the follower block is urged toward the distal end of the center sill pocket and engages the damping assembly, and the protrusion of the follower block travels along the two distally extending portions of the front stop and engages the side wall of the housing defining a full buff position. In draft movement, the housing is urged toward the proximal end of the center sill pocket until the proximal end of the housing engages the two distal stop surfaces of the front stop defining a full draft position. 
     Another exemplary embodiment relates to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front and rear stops defining a center sill pocket. The system can have one or more front stops and one or more rear stops. The system includes a yoke provided in the center sill pocket and having a longitudinal axis, the yoke including opposing top and bottom walls extending longitudinally and including a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket and configured for receiving and dissipating external forces acting on a coupler connected to the yoke. The system includes a longitudinally moveable member having a side wall extending longitudinally along the center sill pocket and having proximal and distal ends and an end wall connected to the side wall distal end, the end wall being transverse to the longitudinal axis and extending into the yoke pocket, the side wall having an extension extending longitudinally from the side wall proximal end. The system includes a follower block provided within the yoke pocket for movement along the longitudinal axis, the follower block being positioned transversely of the longitudinal axis and including a flange portion defining opposing proximal and distal facing stop sides. The front stop(s) is disposed at a proximal end of the center sill pocket and the rear stop(s) is disposed at a distal end of the center sill pocket. In buff movement, the follower block is urged toward the distal end of the center sill pocket and engages the damping assembly, and the flange portion of the follower block travels along the extension of the longitudinally moveable member and engages a distal stop surface of the longitudinal moveable member defining a full buff position. In draft movement, the longitudinally moveable member is urged toward the proximal end of the center sill pocket until a proximal stop surface of the longitudinal moveable member engages the front stop defining a full draft position. 
     Another exemplary embodiment relates to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front and rear stops defining a center sill pocket. The system can have one or more front stops and one or more rear stops. The system includes a yoke provided in the center sill pocket and having a longitudinal axis, the yoke including opposing top and bottom walls extending longitudinally and including a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket and configured for receiving and dissipating external forces acting on a coupler connected to the yoke. The damping assembly includes a housing having a side wall extending longitudinally along the center sill pocket and having proximal and distal ends and an end wall connected to the side wall distal end, the end wall being transverse to the longitudinal axis and extending into the yoke pocket, and the side wall having an extension extending longitudinally from the side wall proximal end. The system includes a follower block provided within the yoke pocket for movement along the longitudinal axis, the follower block being positioned transversely of the longitudinal axis and including a flange portion defining opposing proximal and distal facing stop sides. The front stop(s) is disposed at a proximal end of the center sill pocket and the rear stop(s) is disposed at a distal end of the center sill pocket. In buff movement, the follower block is urged toward the distal end of the center sill pocket and engages the damping assembly, and the flange portion of the follower block travels along the extension of the housing and engages a distal stop surface of the housing defining a full buff position. In draft movement, the housing is urged toward the proximal end of the center sill pocket until a proximal stop surface of the housing engages the front stop defining a full draft position. 
     Another exemplary embodiment relates to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front and intermediate stops defining a center sill pocket. The system can have one or more front stops and one or more intermediate stops. The system includes a yoke provided in the center sill pocket and having a longitudinal axis, the yoke including opposing top and bottom walls extending longitudinally and including a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket and configured for receiving and dissipating external forces acting on a coupler connected to the yoke. The system includes a longitudinally moveable member having a side wall extending longitudinally along the center sill pocket and having proximal and distal ends and an end wall connected to the side wall distal end, the end wall being transverse to the longitudinal axis and extending into the yoke pocket. The system includes a front follower block provided within the yoke pocket for movement along the longitudinal axis, the front follower block being positioned transversely of the longitudinal axis, the front follower block having opposing proximal and distal facing stop sides, and the front follower block being positioned between the front and intermediate stops. The system includes a rear follower block provided within the yoke pocket for movement along the longitudinal axis, the rear follower block being positioned transversely of the longitudinal axis, the rear follower block having opposing proximal and distal facing stop sides, and the rear follower block being positioned between the intermediate stop and the yoke distal end wall. The front stop(s) is disposed at a proximal end of the center sill pocket and the intermediate stop(s) is disposed at a location between the proximal and distal ends of the center sill pocket. In buff movement, the front follower block is urged toward the distal end of the center sill pocket and engages the damping assembly, and the front follower block further travels along the center sill pocket and engages the side wall of the longitudinal moveable member defining a full buff position. In draft movement, the rear follower block is urged toward the proximal end of the center sill pocket until the rear follower block engages the intermediate stop defining a full draft position. 
     Another exemplary embodiment relates to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front and intermediate stops defining a center sill pocket. The system can have one or more front stops and one or more intermediate stops. The system includes a yoke provided in the center sill pocket and having a longitudinal axis, the yoke including opposing top and bottom walls extending longitudinally and including a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket and configured for receiving and dissipating external forces acting on a coupler connected to the yoke. The damping assembly includes a housing having a side wall extending longitudinally along the center sill pocket and having proximal and distal ends and an end wall connected to the side wall distal end, the end wall being transverse to the longitudinal axis and extending into the yoke pocket, and the side wall having a cut-out formed in a surface thereof defining a proximal cut-out surface and a distal cut-out surface. The system includes a follower block provided within the yoke pocket for movement along the longitudinal axis, the follower block being positioned transversely of the longitudinal axis, and the follower block having opposing proximal and distal facing stop sides. The front stop(s) is disposed at a proximal end of the center sill pocket and the intermediate stop(s) is disposed at a location between the proximal and distal ends of the center sill pocket. In buff movement, the follower block is urged toward the distal end of the center sill pocket and engages the damping assembly, and the follower block further travels along the center sill pocket and engages the side wall of the housing defining a full buff position. In draft movement, the housing is urged toward the proximal end of the center sill pocket until the distal cut-out surface engages the intermediate stop defining a full draft position. 
     Another exemplary embodiment related to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front and rear stops defining a center sill pocket. The railcar damping system includes a yoke provided in the center sill pocket and having a longitudinal axis. The yoke includes opposing top and bottom walls extending longitudinally, and further includes a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket. The damping assembly is configured for receiving and dissipating external forces acting on a coupler connected to the yoke. The system includes a longitudinally moveable member having a side wall extending longitudinally along the center sill pocket and has proximal and distal ends and an end wall connected to the side wall distal end. The end wall is transverse to the longitudinal axis and extends into the yoke pocket. The system includes a follower block provided within the yoke pocket for movement along the longitudinal axis. The follower block is positioned transversely of the longitudinal axis and includes opposing proximal and distal facing stop sides. The front stop includes a proximal stop surface formed on an inner surface of the front stop and a distally extending portion extending longitudinally and terminating in a distal stop surface. In buff movement, the follower block is urged toward the distal end of the center sill pocket and engages the damping assembly. The follower block travels along the inner surface of the distally extending portion of the follower block and engages the side wall of the longitudinally moveable member defining a full buff position. In draft movement, the longitudinally moveable member is urged toward the proximal end of the center sill pocket until the proximal end of the longitudinally moveable member engages the distal stop surface of the front stop defining a full draft position. 
     Another exemplary embodiment relates to a railcar damping system configured for placement in a railcar center sill having longitudinally spaced front, intermediate, and rear stops defining a center sill pocket. The railcar damping system includes a yoke provided in the center sill pocket having a longitudinal axis. The yoke including opposing top and bottom walls extending longitudinally and includes a distal end wall connecting the top and bottom walls to define a yoke pocket. The system includes a damping assembly disposed in the yoke pocket and configured for receiving and dissipating external forces acting on a coupler connected to the yoke. The system includes a longitudinally moveable member having a side wall extending longitudinally along the center sill pocket and having proximal and distal ends and an end wall connected to the side wall distal end. The end wall is transverse to the longitudinal axis and extends into the yoke pocket. The system includes a follower block provided within the yoke pocket for movement along the longitudinal axis. The follower block is positioned transversely of the longitudinal axis and includes opposing proximal and distal facing stop sides. The front stop includes a stop surface formed at a distal end of the front stop. In buff movement, the follower block is urged toward the distal end of the center sill pocket and engages the damping assembly. The follower block travels past the intermediate stop and engages the side wall of the longitudinally moveable member defining a full buff position. In draft movement, the longitudinally moveable member is urged toward the proximal end of the center sill pocket until the proximal end of the longitudinally moveable member engages a distal stop surface of the intermediate stop defining a full draft position. The follower block can be any one of square shaped, rectangular shaped, H-shaped, or L-shaped. 
     It will be appreciated that the elements of the various embodiments are not limited to that particular embodiment, but may be interchangeably combined to form yet further embodiments, as contemplated herein and appreciated by one skilled in the art. 
     Embodiments of the damping system dissipate more energy and allow railcars to be impacted at higher speeds than a traditional draft gears, without transferring higher forces to the railcar structure and lading. The system does not require use of hydraulic fluids, which typically lead to leaking problems. The damping systems disclosed herein are also able to be installed into new cars or be retrofitted to replace existing damping systems (e.g., can be retrofit to replace End of Car Cushioning units in AAR EOC pockets). Additional benefits include:
         The damping System fits in most AAR End of Car Cushioning pockets including EOC-8, EOC-9, and EOC-10.   A draft gear with increased buff travel capable of fitting into EOC pockets.   A damping system that provides more cushioning in buff than traditional draft gears.   A damping system that provides less travel in draft than in buff.   A damping system that allows for use of an extended coupler to accommodate extended travel.   A damping system that allows for use of a draft gear with friction clutch and either mechanical springs or elastomer springs with extended travel.   A damping system that allows for use of an extended travel draft gear capable of 6-8 inches of travel.   A damping system that achieves performance close to EOC units without using hydraulic cylinders.       

     Further features, aspects, objects, advantages, and possible applications of the present invention will become apparent from a study of the exemplary embodiments and examples described below, in combination with the Figures, and the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The above and other objects, aspects, features, advantages and possible applications of the present innovation will be more apparent from the following more particular description thereof, presented in conjunction with the following drawings. Like reference numbers used in the drawings may identify like components. 
         FIG. 1  shows a railcar and an exemplary damping system. 
         FIG. 2  shows exemplary follower block and stop configurations that may be used with an embodiment of the damping system. 
         FIGS. 3-5  show an exemplary embodiment of the damping system, in a full buff, full draft, and neutral position, respectively. 
         FIGS. 6-8  show another exemplary embodiment of the damping system, in a full buff, full draft, and neutral position, respectively. 
         FIGS. 9-11  show another exemplary embodiment of the damping system, in a full buff, full draft, and neutral position, respectively. 
         FIGS. 12-14  show another exemplary embodiment of the damping system, in a full buff, full draft, and neutral position, respectively. 
         FIGS. 15-17  show another exemplary embodiment of the damping system, in a full buff, full draft, and neutral position, respectively. 
         FIGS. 18-20  show another exemplary embodiment of the damping system, in a full buff, full draft, and neutral position, respectively. 
         FIG. 21  shows additional exemplary follower block and stop configurations that may be used with an embodiment of the damping system. 
         FIGS. 22-24  show another exemplary embodiment of the damping system in a neutral, full buff, and a full draft position, respectively. 
         FIG. 25  shows an exemplary follower block and an exemplary front stop that may be used with the embodiments shown in  FIGS. 22-24 . 
         FIGS. 26-28  show an exemplary embodiment of the railcar damping system having a square shaped follower block, the damping system being in a neutral position, a full buff position, and a full draft position, respectfully. 
         FIG. 29  shows an exemplary square shaped follower block and exemplary front and intermediate stops. 
         FIG. 30-32  show an exemplary embodiment of the railcar damping system having an H-shaped follower block, the damping system being in a neutral position, a full buff position, and a full draft position, respectively. 
         FIG. 33  shows an exemplary H-shaped follower block and exemplary front an intermediate stops. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The following description is of exemplary embodiments that are presently contemplated for carrying out the present invention. This description is not to be taken in a limiting sense, but is made merely for the purpose of describing the general principles and features of various aspects of the present invention. The scope of the present invention is not limited by this description. 
     Referring to  FIG. 1 , embodiments relate to a damping system  100  for a railcar  1 . Various embodiments of the damping system  100  include a damping means  102 , stops  104  (sometimes referred to as lugs), at least one follower block  106 , a yoke  108 , and a coupler  110 . The damping means  102  includes a member and other components (e.g., springs, elastomers, etc.) to facilitate damped longitudinal movement along a longitudinal axis  2  of the member. In some embodiments of the damping means  102 , the member is or includes a longitudinal moveable member or a housing that contains the longitudinally moveable member and other components. 
     The damping means  102  is secured to a railcar frame  3 . For instance, the railcar frame  3  has a center sill pocket  4  within which the damping means  102  is secured. The center sill pocket  4  of the railcar frame  3  is located at or near a distal end of the railcar  1 , and is a square or rectangular pocket that is sized to receive the damping means  102 . In an exemplary embodiment, the center sill pocket  4  is rectangular and is configured to have its long axis be aligned (coaxial or parallel) with the longitudinal axis  2  of the railcar  1 . The damping means  102  is placed within the center sill pocket  4  so that its rear end is more distal relative to the distal end of the railcar  1  than its front end is. The damping means  102  is held in place within the center sill pocket  4  by front stops  104  and rear stops  104  (and in some cases intermediate stops  104 ) that are secured (e.g., via a fastener, weld, etc.) to the railcar frame  3 , that form the center sill pocket  4 . For instance, the center sill pocket  4  is sized to allow the damping means  102  to be inserted therein and be slid in a direction back and forth along the longitudinal axis  2  but be bounded in that longitudinal movement by the stops  104 . The stops  104  are attached to the frame  3  and form or define the center sill pocket  4  so that when the damping means  102  moves, the longitudinal moveable member (and in some cases the housing) abuts against one of the stops  104  to arrest further movement. It is important to note that the damping means  102  is intended to move within the center sill pocket  4 , but that the stops  104  bound that movement to achieve the desired level of draft and buff motion for the damping system  100 . 
     A coupler  110  is mechanically connected to a yoke  108 , each of which are rectangular or cylindrical members that is aligned with the longitudinal axis  2  of the railcar  1 . The coupler  110  has a coupling end  110   a  and a yoke-engaging end  110   b . The coupling end  110   a  is configured to mechanically couple to another coupler via coupling impact—e.g., the coupling end  110   a  can be a Janney style coupler, a SA3 style coupler, a Scharfenberg stype coupler, etc. The yoke-engaging end  110   b  can facilitate attachment to the yoke  108  via a pin-and-hole, a cotter-pin type securement, etc. The yoke  108  is a member that sides within the center sill pocket  4  but also surrounds, envelops, or cradles the damping means  102 . For instance, the yoke  108  has a coupler-engaging end  108   a  (e.g., a pin-and-hole, a cotter-pin type securement, etc.) and a cradle end  108   b . The cradle end  108   b  envelops the damping means  102 . While the yoke  108  cradles the damping means  102 , it also allows for relative motion between the yoke  108  and the damping means  102 . Thus, when the coupler  110  is impacted, the coupler  110  and the yoke  108  are both caused to move towards the damping means  102 —this is a buff motion. The coupler  110  and yoke  108  both move relative to the damping means  102  so as to allow the coupler&#39;s yoke-engaging end  110   b  to impact the longitudinal moveable member. Depending on the arrangement of the stops  104 , the follower block  106 , and the housing (if one is used), compression of the damping means  102  may begin at this point. When the coupler  110  is pulled, the coupler  110  and the yoke  108  are both caused to move away from the damping means  102 —this is draft motion. The coupler  110  and yoke  108  both move relative to the damping means  102  so as to allow the cradle end  108   b  to impact the longitudinal moveable member (or the housing if one is used), thereby allowing further movement of the coupler  110  in that same direction to pull the damping means  102  along with it. Depending on the arrangement of the stops  104 , follower bock  106 , and the housing (if one is used), the damping means  102  is pulled along until it abuts a stop  104 , causing a transfer of force to the railcar frame  3  and movement of the railcar  1 . 
     As will be explained in more detail, the buff and draft motions can be controlled via different configurations and placements of the stops  104 , follower blocks  106 , and housing (if one is used). 
     Each embodiment of the damping means  102  has a longitudinal moveable member. Depending on the arrangement, some damping means  102  include a housing and some do not. In each embodiment, the damping means  102  is designed to fit within the center sill pocket  4  so that its rear end is adjacent the center sill pocket distal end  5 , its front end is adjacent the center sill pocket proximal end  6 , and movement of the longitudinal moveable member is along the longitudinal axis  2 . The yoke  108  cradles the damping means  102  so that the cradle end  108   b  is situated within the center sill pocket distal end  5  and the coupler-engaging end  108   a  is situated within the center sill pocket proximal end  6 . The coupler-engaging end  108   a  includes a step  112  (e.g. flange, bevel, collar, etc.) that causes the width of the yoke  108  to increase—i.e., the yoke  108  has a constant width starting from the cradle end  108   b  until the step  112 , wherein at the step  112  the width increases just before the coupler-engaging end  108   a.    
     The damping system  100  has a front follower block  106 . The front follower block  106  is positioned within the center sill pocket  4  and is located between the longitudinal moveable member (or housing if one is used) and the step  112 . Some embodiments include a rear follower block  106 . The rear follower block  106  is positioned within the center sill pocket  4  and is located between the longitudinal moveable member (or housing if one is used) and the cradle end  108   b  of the yoke  108 . 
     Discussion of the various embodiments of the damping system  100  will involve the damping system  100  being in a neutral position, a full buff position, and a full draft position. Discussions will also involve buff movement and draft movement. The damping system  100  is in a neutral position when the damping means  102  is minimally compressed (technically, there is always some amount of compression in the draft means  102  (i.e., draft gear) when it is installed into the center sill pocket  4  (i.e., draft sill assembly)) and when there is no draft motion or buff motion. The damping system  100  is in a buff position when the damping means  102  is compressed or compressing and there is a buff motion. When, during buff motion, the damping system  100  arrests longitudinal moveable member or housing movement, the damping system  100  is said to be in full buff position. Embodiments of the damping system  100  allow for full compression of the damping system  100  when in a full buff position. The damping system  100  is in a draft position when the damping means  102  is compressed or compressing and there is a draft motion. When, during draft motion, the damping system  100  arrests longitudinal moveable member or housing movement, the damping system  100  is said to be in a full draft position. Embodiments of the damping system  100  allow for partial compression of the damping system  100  when in a full draft position. 
     Buff Motion for all Embodiments 
     As the yoke  108  is moved in a buff motion, the coupler  110  advances and engages against the front follower block  106  to cause it to advance towards the longitudinal moveable member (or housing). As the buff motion continues, the front follower block  106  presses against the damping means  102  to cause compression of the damping means  102  until the damping system  100  experiences full compression. The stops  104  are out of the path of the yoke  108  but in the path of the longitudinal moveable member (or housing). When the damping means  102  is caused to move in buff motion, rear or intermediate stops  104  (depending on the embodiment) arrest movement of the longitudinal moveable member (or housing) beyond a certain point. This arrested movement of the longitudinal moveable member (or housing) allows the front follower block  106  to fully compress the damping means  102 . When the longitudinal moveable member (or housing) movement is arrested and the damping means  102  is fully compressed, the damping system  100  is in full buff position. When in full buff position, no further movement towards the center sill pocket distal end  5  of the coupler  110 , yoke  108 , or longitudinal moveable member (or housing) can be achieved. Note that in full buff position, the damping means  102  is fully compressed. 
     Neutral Position For All Embodiments 
     After being in a full buff position, the damping means  102  extends, pushing (or at least biasing) the front follower block  106 , yoke  108 , and coupler  110  towards the center sill pocket proximal end  6 . The damping means  102  can push the front follower block  106 , yoke  108 , and coupler  110  until the damping system  100  reaches a neutral position. 
     During a draft motion from a buff position, the coupler  110  and yoke  108  pull the longitudinal moveable member (or housing) towards the center sill pocket proximal end  6  so that the longitudinal moveable member (or housing) moves away from the rear or intermediate stops  104 . As will be explained, the front stops  104  then come into play to limit the motion of the longitudinal moveable member (or housing) during further draft motion. 
     When leaving a buff position due to a draft motion or due to the biasing force of the damping means  102 , the damping means  102  starts to decompress and transition the damping system  100  to a neutral position. When transitioning to the neutral position, the longitudinal moveable member (or housing) abuts against and advances the front follower block  106  towards the center sill pocket proximal end  6 . This occurs until the front follower block  106  abuts a stop surface of the front stop  104  to arrest movement of the front follower block  106  any further towards the center sill pocket proximal end  6 . At this point, the damping system  100  is in a neutral position. 
     Draft Motion For Embodiments Having Front And Rear Stops 
     For embodiments having front and rear stops  104 , during further draft motion, the coupler  110  and yoke  108  pull the longitudinal moveable member (or housing) towards the center sill pocket proximal end  6  so that the longitudinal moveable member (or housing) moves away from the rear stops  104 . The damping means  102  pushes against the front follower block  106 , but because the follower block  106  is held stationary by the front stop  104 , the damping means  102  begins to compress. The movement of the coupler  110  and yoke  108 , as well as the compression of the damping means  102 , continues until the longitudinal moveable member (or housing) abuts the front stop  104 , thereby arresting any further movement of the longitudinal moveable member (or housing) towards the center sill pocket proximal end  6 . At this point, the damping system  100  is in full draft position. Note the damping means  102  is not fully compressed in the full draft position. 
     Draft Motion for Embodiments Having Front and Intermediate Stops and Front and Rear Follower Blocks 
     For embodiments having front and intermediate stops  104  and front and rear follower blocks  106 , during further draft motion, the coupler  110  and yoke  108  pull the longitudinal moveable member (or housing) towards the center sill pocket proximal end  6  so that the longitudinal moveable member (or housing) moves away from the intermediate stops  104 . The damping means  102  pushes against the front follower block  106 , but because the front follower block  106  is held stationary by the front stop  104 , the damping means  102  begins to compress. The movement of the coupler  110  and yoke  108 , as well as the compression of the damping means  102 , continues until the rear follower block  106  abuts the intermediate stop  104 , thereby arresting any further movement of the longitudinal moveable member towards the center sill pocket proximal end  6 . At this point, the damping system  100  is in full draft position. Note the damping means  102  is not fully compressed in the full draft position. 
     Draft Motion for Embodiments Having Front and Intermediate Stops and a Front Follower Block 
     For embodiments having front and intermediate stops  104  and a front follower block  106 , during further draft motion, the coupler  110  and yoke  108  pull the housing towards the center sill pocket proximal end  6  so that the housing moves away from the intermediate stops  104 . The damping means  102  pushes against the follower block  106 , but because the follower block  106  is held stationary by the front stop  104 , the damping means  102  begins to compress. The movement of the coupler  110  and yoke  108 , as well as the compression of the damping means  102 , continues until a cut-out in the housing abuts the intermediate stop  104 , thereby arresting any further movement of the housing towards the center sill pocket proximal end  6 . At this point, the damping system  100  is in full draft position. Note the damping system  100  is not fully compressed in the full draft position. 
     Detailed Description of Various Embodiments 
     Referring to  FIGS. 3-5 , a first embodiment of the railcar damping system  200  is illustrated. The railcar center sill pocket  4  has longitudinally spaced front and rear stops  204   a ,  204   b , defining a center sill pocket  4 . The damping system  200  can have one or more front stops  204   a  and one or more rear stops  204   b . For instance, the damping system  200  can have two front stops  204   a , each positioned on either side of the frame  3  at a proximal end  6  of the center sill pocket  4 . The damping system  200  can have two rear stops  204   b , each positioned on either side of the frame  3  at a distal end  5  of the center sill pocket  4 . A yoke  208  is provided in the center sill pocket  4 , the yoke  208  being an elongated member and oriented along the longitudinal axis  2 . 
     The yoke  208  has opposing top and bottom walls  208   a ,  208   b  extending longitudinally. The yoke  208  further has a distal end wall  208   c  connecting the top and bottom walls  208   a ,  208   b  to define a yoke pocket  208   d . A damping assembly  202  (or damping means) is disposed in the yoke pocket  208   d , and is configured for receiving and dissipating external forces acting on a coupler  210  connected to the yoke  208 . 
     The damping system  200  includes a longitudinally moveable member  214  having at least one side wall  214   a  extending longitudinally along the center sill pocket  4 . The longitudinally moveable member  214  has proximal and distal ends  214   b ,  214   c  and an end wall  214   d  connected to the side wall distal end  214   c . The end wall  214   d  is configured to be transverse to the longitudinal axis  2  and to extend into the yoke pocket  208   d.    
     The damping system  200  has a follower block  206  positioned within the yoke pocket  208   d  for movement along the longitudinal axis  2 . The follower block  206  is positioned transversely of the longitudinal axis  2  and includes a flange portion  206   a  defining opposing proximal and distal facing stop sides  206   b ,  206   c . For instance, the follower block  206  can be a planar member that is I-shaped or H-shaped, such a shape having a web portion and at least one flange portion  206   a.    
     The embodiment shown in  FIGS. 3-5  has two front stops  204   a  and two rear stops  204   b . Each front stop  204   a  is disposed at a proximal end  6  of the center sill pocket  4 . Each rear stop  204   b  is disposed at a distal end  5  of the center sill pocket  4 . At least one front stop  204   a  includes a proximal stop surface  216  and a distally extending portion  218  extending longitudinally and terminating in a distal stop surface  220 . For instance, the front stop  204   a  can be a planar member that is T-shaped, such shape having a tail that is the distally extending portion  218 . 
     In buff movement, the follower block  106  is urged toward the distal end  5  of the center sill pocket  4  and engages the damping assembly  202 . The flange portion  206   a  of the follower block  106  travels along the distally extending portion  218  of the front stop  204   a  and engages the side wall  214   a  of the longitudinally moveable member  214 , defining a full buff position. 
     In draft movement, the longitudinally moveable member  214  is urged toward the proximal end  6  of the center sill pocket  4  until the proximal end  214   b  of the longitudinally moveable member  214  engages the distal stop surface  220  of the front stop  204   a , defining a full draft position. 
     The rear stops  204   b  in this embodiment can be in a shape other than square or rectangular. For instance, the rear stops  204   b  can be wedge shaped. The front stops  204   a  can also exhibit a taper so as to be wider at the distal stop surface  220  but narrow at proximal stop surface  216 . 
     Referring to  FIGS. 6-8 , a second embodiment of the railcar damping system  300  is illustrated. The railcar center sill pocket  4  has longitudinally spaced front and rear stops  304   a ,  304   b , defining a center sill pocket  4 . The damping system  300  can have one or more front stops  304   a  and one or more rear stops  304   b . For instance, the damping system  300  can have two front stops  304   a , each positioned on either side of the frame  3  at a proximal end  6  of the center sill pocket  4 . The damping system  300  can have two rear stops  304   b , each positioned on either side of the frame  3  at a distal end  5  of the center sill pocket  4 . A yoke  308  is provided in the center sill pocket  4 , the yoke  308  being an elongated member and oriented along the longitudinal axis  2 . The yoke  308  has opposing top and bottom walls  308   a ,  308   b  extending longitudinally. The yoke  308  further has a distal end wall  308   c  connecting the top and bottom walls  308   a ,  308   b  to define a yoke pocket  308   d . A damping assembly  302  (or damping means) is disposed in the yoke pocket  308   d , and is configured for receiving and dissipating external forces acting on a coupler  310  connected to the yoke  308 . 
     The damping system  300  includes a housing  314  having at least one side wall  314   a  extending longitudinally along the center sill pocket  4 . The housing  314  has proximal and distal ends  314   b ,  314   c  and an end wall  314   d  connected to the side wall distal end  314   c . The end wall  314   d  is configured to be transverse to the longitudinal axis  2  and to extend into the yoke pocket  308   d.    
     The damping system  300  has a follower block  306  positioned within the yoke pocket  308   d  for movement along the longitudinal axis  2 . The follower block  306  is positioned transversely of the longitudinal axis  2  and includes a flange portion  306   a  defining opposing proximal and distal facing stop sides  306   b ,  306   c . For instance, the follower block  306  can be a planar member that is I-shaped or H-shaped, such a shape having a web portion and at least one flange portion  306   a.    
     The embodiment shown in  FIGS. 6-8  has two front stops  304   a  and two rear stops  304   b . Each front stop  304   a  is disposed at a proximal end  6  of the center sill pocket  4 . Each rear stop  304   b  is disposed at a distal end  5  of the center sill pocket  4 . At least one front stop  304   a  includes a proximal stop surface  316  and a distally extending portion  318  extending longitudinally and terminating in a distal stop surface  320 . For instance, the front stop  304   a  can be a planar member that is T-shaped, such shape having a tail that is the distally extending portion  318 . 
     In buff movement, the follower block  306  is urged toward the distal end  5  of the center sill pocket  4  and engages the damping assembly  302 . The flange portion  306   a  of the follower block  306  travels along the distally extending portion  318  of the front stop  304   a  and engages the side wall  314   a  of the housing  314 , defining a full buff position. 
     In draft movement, the housing  314  is urged toward the proximal end  6  of the center sill pocket  4  until the proximal end  314   b  of the housing  314  engages the distal stop surface  320  of the front stop  304   a , defining a full draft position. 
     The rear stops  304   b  in this embodiment can be in a shape other than square or rectangular. For instance, the rear stops  304   b  can be wedge shaped. The front stops  304   a  can also exhibit a taper so as to be wider at the distal stop surface  320  but narrow at proximal stop surface  316 . 
     Referring to  FIGS. 9-11 , a third embodiment of the railcar damping system  400  is illustrated. The railcar center sill pocket  4  has longitudinally spaced front and rear stops  404   a ,  404   b , defining a center sill pocket  4 . The damping system  400  can have one or more front stops  404   a  and one or more rear stops  404   b . For instance, the damping system  400  can have two front stops  404   a , each positioned on either side of the frame  3  at a proximal end  6  of the center sill pocket  4 . The damping system  400  can have two rear stops  404   b , each positioned on either side of the frame  3  at a distal end  5  of the center sill pocket  4 . A yoke  408  is provided in the center sill pocket  4 , the yoke  408  being an elongated member and oriented along the longitudinal axis  2 . The yoke  408  has opposing top and bottom walls  408   a ,  408   b  extending longitudinally. The yoke  408  further has a distal end wall  408   c  connecting the top and bottom walls  408   a ,  408   b  to define a yoke pocket  408   d . A damping assembly  402  (or damping means) is disposed in the yoke pocket  408   d , and is configured for receiving and dissipating external forces acting on a coupler  410  connected to the yoke  408 . 
     The damping system  400  includes a longitudinally moveable member  414  having at least one side wall  414   a  extending longitudinally along the center sill pocket  4 . The longitudinally moveable member  414  has proximal and distal ends  414   b ,  414   c  and an end wall  414   d  connected to the side wall distal end  414   c . The end wall  414   d  is configured to be transverse to the longitudinal axis  2  and to extend into the yoke pocket  408   d . The side wall  414   a  of the longitudinally moveable member  414  has an extension  414   e  extending longitudinally from the side wall proximal end  414   b . For instance, the side wall  414   a  can be T-shaped, such shape having a tail that is the extension  414   e.    
     The damping system  400  has a follower block  406  positioned within the yoke pocket  408   d  for movement along the longitudinal axis  2 . The follower block  406  is positioned transversely of the longitudinal axis  2  and includes a flange portion  406   a  defining opposing proximal and distal facing stop sides  406   b ,  406   c . For instance, the follower block  406  can be a planar member that is I-shaped or H-shaped, such a shape having a web portion and at least one flange portion  406   a.    
     The embodiment shown in  FIGS. 9-11  has two front stops  404   a  and two rear stops  404   b . Each front stop  404   a  is disposed at a proximal end  6  of the center sill pocket  4 . Each rear stop  404   b  is disposed at a distal end  5  of the center sill pocket  4 . The front and rear stops  404   a ,  404   b  in this embodiment can be square or rectangular. 
     The extension  414   e  of the side wall  414   a  of the longitudinally moveable member  414  has a proximal stop surface  414   f  and a distal stop surface  414   g.    
     In buff movement, the follower block  406  is urged toward the distal end  5  of the center sill pocket  4  and engages the damping assembly  402 , and the flange portion  406   a  of the follower block  406  travels along the extension  414   e  of the longitudinally moveable member  414  and engages a distal stop surface  414   g  of the longitudinal moveable member  414 , defining a full buff position. 
     In draft movement, the longitudinally moveable member  414  is urged toward the proximal end  6  of the center sill pocket  4  until a proximal stop surface  414   f  of the longitudinal moveable member  414  engages the front stop  404   a , defining a full draft position. 
     The rear stops  404   b  in this embodiment can be in a shape other than square or rectangular. For instance, the rear stops  404   b  can be wedge shaped. 
     Referring to  FIGS. 12-14 , a fourth embodiment of the railcar damping system  500  is illustrated. The railcar center sill pocket  4  has longitudinally spaced front and rear stops  504   a ,  504   b , defining a center sill pocket  4 . The damping system  500  can have one or more front stops  504   a  and one or more rear stops  504   b . For instance, the damping system  500  can have two front stops  504   a , each positioned on either side of the frame  3  at a proximal end  6  of the center sill pocket  4 . The damping system  500  can have two rear stops  504   b , each positioned on either side of the frame  3  at a distal end  5  of the center sill pocket  4 . A yoke  508  is provided in the center sill pocket  4 , the yoke  508  being an elongated member and oriented along the longitudinal axis  2 . The yoke  508  has opposing top and bottom walls  508   a ,  508   b  extending longitudinally. The yoke  508  further has a distal end wall  508   c  connecting the top and bottom walls  508   a ,  508   b  to define a yoke pocket  508   d . A damping assembly  502  (or damping means) is disposed in the yoke pocket  508   d , and is configured for receiving and dissipating external forces acting on a coupler  510  connected to the yoke  508 . 
     The damping system  500  includes a housing  514  having at least one side wall  514   a  extending longitudinally along the center sill pocket  4 . The housing  514  has proximal and distal ends  514   b ,  514   c  and an end wall  514   d  connected to the side wall distal end  514   c . The end wall  514   d  is configured to be transverse to the longitudinal axis  2  and to extend into the yoke pocket  508   d . The side wall  514   a  of the housing  514  has an extension  514   e  extending longitudinally from the side wall proximal end  514   b . For instance, the side wall  514   a  can be T-shaped, such shape having a tail that is the extension  514   e.    
     The damping system  500  has a follower block  506  positioned within the yoke pocket  508   d  for movement along the longitudinal axis  2 . The follower block  506  is positioned transversely of the longitudinal axis  2  and includes a flange portion  506   a  defining opposing proximal and distal facing stop sides  506   b ,  506   c . For instance, the follower block  506  can be a planar member that is I-shaped or H-shaped, such a shape having a web portion and at least one flange portion  506   a.    
     The embodiment shown in  FIGS. 12-14  has two front stops  504   a  and two rear stops  504   b . Each front stop  504   a  is disposed at a proximal end  6  of the center sill pocket  4 . Each rear stop  504   b  is disposed at a distal end  5  of the center sill pocket  4 . The front and rear stops  504   a ,  504   b  in this embodiment can be square or rectangular. 
     The extension  514   e  of the side wall  514   a  of the housing  514  has a proximal stop surface  514   f  and a distal stop surface  514   g.    
     In buff movement, the follower block  506  is urged toward the distal end  5  of the center sill pocket  4  and engages the damping assembly  502 , and the flange portion  506   a  of the follower block  506  travels along the extension  514   e  of the housing  514  and engages a distal stop surface  514   g  of the housing  514 , defining a full buff position. 
     In draft movement, the housing  514  is urged toward the proximal end  6  of the center sill pocket  4  until a proximal stop surface  514   f  of the housing  514  engages the front stop  504   a , defining a full draft position. 
     The rear stops  504   b  in this embodiment can be in a shape other than square or rectangular. For instance, the rear stops  504   b  can be wedge shaped. 
     Referring to  FIGS. 15-17 , a fifth embodiment of the railcar damping system  600  is illustrated. The railcar center sill pocket  4  has longitudinally spaced front and intermediate stops  604   a ,  604   c , defining a center sill pocket  4 . The damping system  600  can have one or more front stops  604   a  and one or more intermediate stops  604   c . For instance, the damping system  600  can have two front stops  604   a , each positioned on either side of the frame  3  at a proximal end  6  of the center sill pocket  4 . The damping system  600  can have two intermediate stops  604   c , each positioned on either side of the frame  3  at a position between the proximal and distal ends  6 ,  5  of the center sill pocket  4 . A yoke  608  is provided in the center sill pocket  4 , the yoke  608  being an elongated member and oriented along the longitudinal axis  2 . The yoke  608  has opposing top and bottom walls  608   a ,  608   b  extending longitudinally. The yoke  608  further has a distal end wall  608   c  connecting the top and bottom walls  608   a ,  608   b  to define a yoke pocket  608   d . A damping assembly  602  (or damping means) is disposed in the yoke pocket  608   d , and is configured for receiving and dissipating external forces acting on a coupler  610  connected to the yoke  608 . 
     The damping system  600  includes a longitudinally moveable member  614  having at least one side wall  614   a  extending longitudinally along the center sill pocket  4 . The longitudinally moveable member  614  has proximal and distal ends  614   b ,  614   c  and an end wall  614   d  connected to the side wall distal end  614   c . The end wall  614   d  is configured to be transverse to the longitudinal axis  2  and to extend into the yoke pocket  608   d.    
     The damping system  600  has a front follower block  606  positioned within the yoke pocket  608   d  for movement along the longitudinal axis  2 . The front follower block  606  is positioned transversely of the longitudinal axis  2 . The front follower block  606  has opposing proximal and distal facing stop sides  606   a ,  606   b , and it is positioned between the front and intermediate stops  604   a ,  604   c . The front follower block  606  can be a planar member that is square or rectangular shaped. 
     The damping system  600  has a rear follower block  607  positioned within the yoke pocket  608   d  for movement along the longitudinal axis  2 . The rear follower block  607  is positioned transversely of the longitudinal axis  2 . The rear follower block  607  has opposing proximal and distal facing stop sides  607   a ,  607   b . The rear follower block  607  is positioned between the intermediate stop  604   c  and the yoke distal end wall  608   c . The rear follower block  607  can be a planar member that is square or rectangular shaped. 
     The embodiment shown in  FIGS. 15-17  has two front stops  604   a  and two intermediate stops  604   c . Each front stop  604   a  is disposed at a proximal end  6  of the center sill pocket  4 . Each intermediate stop  604   c  is disposed at a location between the proximal and distal ends  6 ,  5  of the center sill pocket  4 . The front and intermediate stops  604   a ,  604   c  in this embodiment can be square or rectangular. 
     In buff movement, the front follower block  606  is urged toward the distal end  5  of the center sill pocket  4  and engages the damping assembly  602 . The front follower block  606  further travels along the center sill pocket  4  and engages the side wall  614   a  of the longitudinal moveable member  614 , defining a full buff position. 
     In draft movement, the rear follower block  607  is urged toward the proximal end  6  of the center sill pocket  4  until the rear follower block  607  engages the intermediate stop  604   c , defining a full draft position. 
     Referring to  FIGS. 18-20 , a sixth embodiment of the railcar damping system  700  is illustrated. The railcar center sill pocket  4  has longitudinally spaced front and intermediate stops  704   a ,  704   c , defining a center sill pocket  4 . The damping system  700  can have one or more front stops  704   a  and one or more intermediate stops  704   c . For instance, the damping system  700  can have two front stops  704   a , each positioned on either side of the frame  3  at a proximal end  6  of the center sill pocket  4 . The damping system  700  can have two intermediate stops  704   c , each positioned on either side of the frame  3  at a position between the proximal and distal ends  6 ,  5  of the center sill pocket  4 . A yoke  708  is provided in the center sill pocket  4 , the yoke  708  being an elongated member and oriented along the longitudinal axis  2 . The yoke  708  has opposing top and bottom walls  708   a ,  708   b  extending longitudinally. The yoke  708  further has a distal end wall  708   c  connecting the top and bottom walls  708   a ,  708   b  to define a yoke pocket  708   d . A damping assembly  702  (or damping means) is disposed in the yoke pocket  708   d , and is configured for receiving and dissipating external forces acting on a coupler  710  connected to the yoke  708 . 
     The damping system  700  includes a housing  714  having at least one side wall  714   a  extending longitudinally along the center sill pocket  4 . The housing  714  has proximal and distal ends  714   b ,  714   c  and an end wall  714   d  connected to the side wall distal end  714   c . The end wall is configured to be transverse to the longitudinal axis  2  and to extend into the yoke pocket  708   d . The side wall  714   a  has a cut-out  716  formed in a surface thereof defining a proximal cut-out surface  716   a  and a distal cut-out surface  716   b.    
     The damping system  700  has a follower block  706  positioned within the yoke pocket  708   d  for movement along the longitudinal axis  2 . The follower block  706  is positioned transversely of the longitudinal axis  2 . The follower block  706  has opposing proximal and distal facing stop sides  706   a ,  706   b , and it is positioned between the front and intermediate stops  704   a ,  704   c . The follower block  706  can be a planar member that is square or rectangular shaped. 
     The embodiment shown in  FIGS. 18-20  has two front stops  704   a  and two intermediate stops  704   c . Each front stop  704   a  is disposed at a proximal end  6  of the center sill pocket  4 . Each intermediate stop  704   c  is disposed at a location between the proximal and distal ends  6 ,  5  of the center sill pocket  4 . The front and intermediate stops  704   a ,  704   c  in this embodiment can be square or rectangular. 
     In buff movement, the follower block  706  is urged toward the distal end  5  of the center sill pocket  4  and engages the damping assembly  702 . The follower block  706  further travels along the center sill pocket  4  and engages the side wall  714   a  of the housing  714 , defining a full buff position. 
     In draft movement, the housing  714  is urged toward the proximal end  6  of the center sill pocket  4  until the distal cut-out surface  716   b  engages the intermediate stop  704   c , defining a full draft position. 
     One of the improvements provided by the inventive system is a configuration that incorporates a proximal stop surface and a distal stop surface. These may be formed on the stops, the longitudinal moveable member, the housing, etc. To achieve this, the various embodiments show I-shaped or H-shaped follower blocks, square or rectangle shaped follower blocks, plus shaped follower blocks, square or rectangle stops, T-shaped stops, C-shaped stops, T-shaped proximal ends of the longitudinal movable member or housing, etc. It is understood, however, that other shapes, configuration, arrangements, and combinations thereof can be used. For instance, the stops can be L-shaped, any of the embodiments described using the I-shaped follower block can similarly use the plus shaped follower bock and vis-versa, etc. Thus, other shapes and configurations that allow for the use of proximal and distal stop surfaces to provide for differentiated draft and buff movements is contemplated and is therefore within the scope of this disclosure. 
     For instance,  FIG. 21  shows additional exemplary follower block  806  and front stop  804   a  configurations that may be used with various embodiments of the damping system described herein. The follower block  806  is positioned transversely of the longitudinal axis  2  and includes a protrusion  806   a  defining opposing proximal and distal facing stop sides  806   b ,  806   c . For instance, the follower block  806  can be a planar member that is cross-shaped or plus-sign shaped, such a shape having a protrusion  806   a . The front stop  804   a  includes a proximal stop surface  816  and two distally extending portions  818  extending longitudinally and terminating in two distal stop surfaces  820 . For instance, the front stop  804   a  (and also the housing and sidewalls) can be a planar member that is C-shaped, such shape having the two distally extending portions  818 . One skilled in the art will appreciate that other geometric shapes can be implemented in accordance with the spirit and scope of the present invention. 
     Referring to  FIGS. 22-25 , a seventh embodiment of the railcar damping system  900  is illustrated. In an exemplary embodiment, the railcar damping system  900  is configured for placement in a railcar center sill having longitudinally spaced front and rear stops  904   a ,  904   b  defining a center sill pocket  4 . The railcar damping system  900  includes a yoke  908  provided in the center sill pocket  4 . The yoke  908  has a longitudinal axis. The yoke  908  further has opposing top and bottom walls  908   a ,  908   b  extending longitudinally. The yoke  908  also has a distal end wall  908   c  connecting the top and bottom walls  908   a ,  908   b  to define a yoke pocket  908   d.    
     The railcar damping system  900  includes a damping assembly  902  that is disposed in the yoke pocket  908   d . The damping assembly  902  is configured for receiving and dissipating external forces acting on a coupler  910  connected to the yoke  908 . 
     The railcar damping system  900  includes a longitudinally moveable member  914 , which may be a housing having a sidewall  914   a  or only a sidewall  914   a , extending longitudinally along the center sill pocket  4 . The longitudinally moveable member  914  has proximal and distal ends  914   b ,  914   c  and an end wall  914   d  connected to the side wall distal end  914   c , wherein the end wall  914   d  is transverse to the longitudinal axis  2  and extends into the yoke pocket  908   d.    
     The railcar damping system  900  includes a follower block  906  provided within the yoke pocket  908   d  for movement along the longitudinal axis  2 . The follower block  906  is positioned transversely of the longitudinal axis  2  and includes opposing proximal and distal facing stop sides  906   a ,  906   b , respectively. The follower block  906  can have a square or rectangular shape. 
     The front stops  904   a  are disposed at a proximal end of the center sill pocket  4  and the rear stops  904   b  are disposed at a distal end of the center sill pocket  4 . The front stops  904   a  include a proximal stop surface  916  formed on the front stop inner surface  922 , and a distally extending portion extending longitudinally and terminating in a distal stop surface  918 . The proximal stop surface  916  is in the form of a flange or protrusion  920  (e.g., a step, a wedge formation, etc.) extending from the front stop inner surface  922 , with the front stop inner surface being generally smooth. 
     In buff movement, as shown in  FIG. 23 , the follower block  906  is urged toward the distal end of the center sill pocket and engages the damping assembly  902 . The follower block  906  travels along the inner surface  922  of the front stop  904   a  and along the distally extending portion of the front stop  904   a  to engage the longitudinally moveable member  914 . As the buff motion continues, the front follower block  906  presses against the damping assembly  902  to cause compression of the damping assembly until the damping assembly  902  experiences full compression. When the damping assembly  902  is caused to move in buff motion, the rear stops  904   b  arrest movement of the longitudinally moveable member  914  beyond a certain point. This arrested movement of the longitudinally moveable member  914  (or housing) allows the follower block  906  to fully compress the damping assembly  902 . When the longitudinally moveable member  914  movement is arrested and the damping assembly  902  is fully compressed, this defines a full buff position. 
     In draft movement, as shown in  FIG. 24 , the longitudinally moveable member  914  is urged toward the proximal end of the center sill pocket. During such movement, the follower block  906  will travel along the front stop inner surface  922  and engage the proximal stop surface  916  of the front stops  904   a . The damping assembly  902  pushes against the follower block  906 , but because the follower block  906  is held stationary by the proximal stop surface  916 , the damping assembly  902  begins to compress. The movement of the coupler  910  and yoke  902 , as well as the compression of the damping assembly  902 , continues until the longitudinally moveable member  914  abuts the distal stop surface  918  of the front stops  904   a , thereby arresting any further movement of the longitudinally moveable member  914  towards the center sill pocket proximal end  6 . This defines a full draft position. 
     The follower block  906  can have opposing side ends trimmed off so that it may travel along the front stop inner surface  922  and engage the proximal stop surface  916 . This allows the damping system  902  to be compressed fully in the buff motion for maximum energy absorption, while limiting travel in the draft motion by not permitting full compression of the damping assembly  902  so as to reduce inter-car slack. 
     Referring to  FIGS. 26-33 , an eighth embodiment of the railcar damping system  1000  is illustrated. This embodiment is shown with a square shaped follower block arrangement (see  FIG. 29 ) or an H-shaped follower block arrangement (see  FIG. 33 ). The railcar damping system  1000  is configured for placement in a railcar center sill having longitudinally spaced front, intermediate, and rear stops  1004   a ,  1004   b , and  1004   c , respectively, defining a center sill pocket  4 . The railcar damping system  1000  includes a yoke  1008  provided in the center sill pocket  4 . The yoke  1008  has a longitudinal axis. The yoke  1008  further has opposing top and bottom walls  1008   a ,  1008   b  extending longitudinally. The yoke  1008  also has a distal end wall  1008   c  connecting the top and bottom walls  1008   a ,  1008   b  to define a yoke pocket  1008   d.    
     The railcar damping system  1000  includes a damping assembly  1002  that is disposed in the yoke pocket  1008   d . The damping assembly  1002  is configured for receiving and dissipating external forces acting on a coupler  1010  connected to the yoke  1008 . 
     The railcar damping system  1000  includes a longitudinally moveable member  1014  having a sidewall  1014   a  extending longitudinally along the center sill pocket  4 . The longitudinally moveable member  1014  has proximal and distal ends  1014   b ,  1014   c  and an end wall  1014   d  connected to the side wall distal end  1014   c , wherein the end wall  1014   d  is transverse to the longitudinal axis  2  and extends into the yoke pocket  1008   d.    
     The railcar damping system  1000  includes a follower block  1006  provided within the yoke pocket  1008   d  for movement along the longitudinal axis  2 . The follower block  1006  is positioned transversely of the longitudinal axis  2  and includes opposing proximal and distal facing stop sides  1006   a ,  1006   b , respectively. The follower block  1006  is shown as having a generally square shape ( FIGS. 26-28 ) or an H-shape ( FIGS. 30-33 ); however, other geometric shapes are contemplated (e.g., rectangular shape, L-shape, etc.) and can be implemented in the various embodiments without departing from the spirit and scope of the present invention. 
     The front stops  1004   a  are disposed at a proximal end of the center sill pocket  4  and the rear stops  1004   c  are disposed at a distal end of the center sill pocket  4 . The intermediate stops  1004   b  are disposed at an intermediate position between the proximal and distal ends of the center sill pocket  4 . The front stops  1004   a  include a stop surface  1016  formed at a distal end of the front stop  1004   a . In some embodiments, each front stop  1004   a  can be in the shape of a wedge, wherein the thicker edge forms the stop surface  1016 ; however, other geometric shapes are contemplated and can be implemented in the various embodiments without departing from the spirit and scope of the present invention. The intermediate stops  1004   b  include a stop surface  1018  formed at a distal end of the intermediate stop  1004   b . The rear stops  1004   c  include a stop surface  1020  formed at a proximal end of the rear stop  1004   c . In some embodiments, each rear stop  1004   c  is in the shape of a wedge, wherein the thicker edge forms the stop surface  1020 ; however, other geometric shapes are contemplated and can be implemented in the various embodiments without departing from the spirit and scope of the present invention. 
     In buff movement, as shown in  FIGS. 27 and 32 , the follower block  1006  is urged toward the distal end of the center sill pocket  4  and engages the damping assembly  1002 . The follower block  1006  travels past the intermediate stops  1004   b  and engages the longitudinally moveable member  1014 . In  FIGS. 26-29 , the follower block  1006  moves along the inner surface of the intermediate stops  1004   b  due to its generally square shape. In  FIGS. 30-33 , the follower block includes protrusions or flanges that pass along the top and bottom surfaces of the intermediate stops  1004   b . As the buff motion continues, the front follower block  1006  presses against the damping assembly  1002  to cause compression of the damping assembly until the damping assembly  1002  experiences full compression. When the damping assembly  1002  is caused to move in buff motion, a stop surface  1020  of the rear stops  1004   c  arrest movement of the longitudinally moveable member  1014  beyond a certain point. This arrested movement of the longitudinally moveable member  1014  allows the follower block  1006  to fully compress the damping assembly  1002 . When the longitudinally moveable member  1014  movement is arrested and the damping assembly  1002  is fully compressed, this defines a full buff position. 
     In draft movement, as shown in  FIGS. 28 and 32 , the longitudinally moveable member  1014  is urged toward the proximal end of the center sill pocket  4 . During such movement, the follower block  1006  travels past the intermediate stops  1004   b  and engages the stop surface  1016  of the front stops  1004   a . The damping assembly  1002  pushes against the follower block  1006 , but because the follower block  1006  is held stationary by the stop surface  1016 , the damping assembly  1002  begins to compress. The movement of the coupler  1010  and yoke  1008  as well as the compression of the damping assembly  1002 , continues until the longitudinally moveable member  1014  abuts the stop surface  1018  of the intermediate stops  1004   b , thereby arresting any further movement of the longitudinally moveable member  1014  towards the center sill pocket proximal end. This defines a full draft position. 
       FIG. 29  shows an exemplary generally square shaped follower block  1006 , and  FIG. 33  shows an exemplary H-shaped follower block  1006 . With the square shaped follower block  1006  embodiments, the follower block  1006  is sized to slide along an inner surface of the intermediate stops  1004   b  but be in the path of the front stops  1004   a  (e.g., the wedge of the front stop  1004   a  extends inwards more so than that of the intermediate stop  1004   b  so the wedge portion is in the path of the follower block  1006  but the intermediate block  1006   b  is not). With the H-shaped follower block  1006  embodiments, the follower block  1006  has protrusions or flanges that allow the follower block  1006  to engage the front stop  1004   a  but pass over and under the intermediate stops  1004   b . With the H-shaped follower block  1006  embodiments, the front stop  1004   a  may or may not be wedge shaped. Also, with the H-shaped follower block  1006  embodiments, the intermediate stop  1004   b  can be sized to fit within the protrusions or flanges of the H-shaped follower block  1006 . 
     It is understood that any of the embodiments disclosed herein can be made and used with a longitudinal moveable member or a housing. For instance, an embodiment described using a longitudinal moveable member (or housing) can be used with a similarly shaped housing (longitudinal moveable member). 
     It should be understood that modifications to the embodiments disclosed herein can be made to meet a particular set of design criteria. For instance, the number of or configuration of components or parameters of the various embodiments may be interchangeably used to meet a particular objective. 
     It will be apparent to those skilled in the art that numerous modifications and variations of the described examples and embodiments are possible in light of the above teachings of the disclosure. The disclosed examples and embodiments are presented for purposes of illustration only. Other alternative embodiments may include some or all of the features of the various embodiments disclosed herein. For instance, it is contemplated that a particular feature described, either individually or as part of an embodiment, can be combined with other individually described features, or parts of other embodiments. The elements and acts of the various embodiments described herein can therefore be combined to provide further embodiments. 
     It is the intent to cover all such modifications and alternative embodiments as may come within the true scope of this invention, which is to be given the full breadth thereof. Additionally, the disclosure of a range of values is a disclosure of every numerical value within that range, including the end points. Thus, while certain exemplary embodiments of the device and methods of making and using the same have been discussed and illustrated herein, it is to be distinctly understood that the invention is not limited thereto but may be otherwise variously embodied and practiced within the scope of the following claims.