EXTENDED TRAVEL RAILCAR DAMPING SYSTEM

Abstract

Embodiments relate to a damping system, and in particular a clutch mechanism for an extended travel draft gear having components arranged such that movement of clutch mechanism components transforms kinetic energy into thermal energy via friction, while allowing for an extended length of travel. An arrangement of clutch component geometries, lengths, angles, etc. allows for motion along a longitudinal axis of the clutch mechanism to be damped via energy dissipation.

Claims

1. A clutch mechanism for a railcar draft gear, the clutch mechanism comprising: a center wedge having a wedge front end and a wedge rear end with a longitudinal axis running from the wedge front end to the wedge rear end, the wedge front end configured to mechanically engage a coupler, the wedge rear end configured to mechanically engage a friction shoe assembly, the wedge rear end having a first wedge rear surface that makes a 55-65° angle relative to the longitudinal axis and a second wedge rear surface that makes a 55-65° angle relative to the longitudinal axis; the friction shoe assembly, comprising a first shoe configured to mechanically engage the first wedge rear surface and a second shoe configured to mechanically engage the second wedge rear surface, wherein: the first shoe has a front shoe surface, a rear shoe surface, and a side shoe surface, the front shoe surface making a 55-65° angle relative to the longitudinal axis and is configured to mechanically engage the first wedge rear surface, the rear shoe surface making a 110-120° angle relative to the longitudinal axis and is configured to mechanically engage with a spring seat, the side shoe surface making a 2-5° angle relative to the longitudinal axis and is configured to mechanically engage with a tapered plate assembly; and the second shoe has a front shoe surface, a rear shoe surface, and a side shoe surface, the front shoe surface making a 55-65° angle relative to the longitudinal axis and is configured to mechanically engage the second wedge rear surface, the rear shoe surface making a 110-120° angle relative to the longitudinal axis and is configured to mechanically engage with a spring seat, the side shoe surface making a 2-5° angle relative to the longitudinal axis and is configured to mechanically engage with the tapered plate assembly; the spring seat having a seat front end and a seat rear end, the seat front end having a first seat front surface configured to mechanically engage the rear shoe surface of the first shoe and a second front seat surface configured to mechanical mechanically engage the rear shoe surface of the second shoe; the tapered plate assembly, comprising: a first tapered plate having a tapered plate front end and a tapered plate rear end defining a length of 6-10 inches, the first tapered plate having a straight side and a tapered side, the tapered side configured to mechanically engage the side shoe surface of the first shoe; and a second tapered plate having a tapered plate front end and a tapered plate rear end defining a length of 6-10 inches, the second tapered plate having a straight side and a tapered side, the tapered side configured to mechanically engage the side shoe surface of the second shoe; a moveable plate assembly, comprising: a first moveable plate having a moveable plate front end and a moveable plate rear end defining a length of 12-18 inches, the first moveable plate having a moveable plate inner side and a moveable plate outer side, the moveable plate inner side configured to mechanically engage the straight side of the first tapered plate; and a second moveable plate having a moveable plate front end and a moveable plate rear end defining a length of 12-18 inches, the second moveable plate having a moveable plate inner side and a moveable plate outer side, the moveable plate inner side configured to mechanically engage the straight side of the second tapered plate; and an outer plate assembly, comprising: a first outer plate having an outer plate front end and an outer plate rear end defining a length of 5.25-10 inches, the first outer plate having an outer plate inner side and an outer plate outer side, the outer plate inner side configured to mechanically engage the moveable plate outer side of the first moveable plate; and a second outer plate having an outer plate front end and an outer plate rear end defining a length of 5.25-10 inches, the second outer plate having an outer plate inner side and an outer plate outer side, the outer plate inner side configured to mechanically engage the moveable plate outer side of the second moveable plate.

2. The clutch mechanism of claim 1, further comprising: a housing configured to hold both the tapered plate assembly and the outer plate assembly stationary relative to the housing.

3. The clutch mechanism of claim 2, wherein: the housing has a housing front end and a housing rear end; the clutch mechanism is configured to transition between a fully compressed state and a fully uncompressed state; in the fully compressed state, each moveable plate front end is flush with the housing front end; and in the fully uncompressed state, each moveable plate front end extends 5-8 inches beyond the housing front end.

4. The clutch mechanism of claim 3, wherein: during transitioning from the fully uncompressed state towards a fully compressed state: the center wedge engages the friction shoe assembly; the friction shoe assembly engages the spring seat and the tapered plate assembly; the moveable plate assembly engages the tapered plate assembly and the outer plate assembly; and movement of the center wedge, the friction shoe assembly, and the moveable plate assembly relative to the tapered plate assembly and the outer plate assembly transforms kinetic energy into thermal energy via friction, wherein motion along the longitudinal axis is damped via energy dissipation.

5. A railcar draft gear, comprising: a housing having an open housing front end and a closed housing rear end; a clutch mechanism located within the housing front end, the clutch mechanism comprising: a center wedge having a wedge front end and a wedge rear end with a longitudinal axis running from the wedge front end to the wedge rear end, the wedge front end configured to mechanically engage a coupler, the wedge rear end configured to mechanically engage a friction shoe assembly, the wedge rear end having a first wedge rear surface that makes a 55-65° angle relative to the longitudinal axis and a second wedge rear surface that makes a 55-65° angle relative to the longitudinal axis; the friction shoe assembly, comprising a first shoe configured to mechanically engage the first wedge rear surface and a second shoe configured to mechanically engage the second wedge rear surface, wherein: the first shoe has a front shoe surface, a rear shoe surface, and a side shoe surface, the front shoe surface making a 55-65° angle relative to the longitudinal axis and is configured to mechanically engage the first wedge rear surface, the rear shoe surface making a 55-65° angle relative to the longitudinal axis and is configured to mechanically engage with a spring seat, the side shoe surface making a 2-5° angle relative to the longitudinal axis and is configured to mechanically engage with a tapered plate assembly; and the second shoe has a front shoe surface, a rear shoe surface, and a side shoe surface, the front shoe surface making a 55-65° angle relative to the longitudinal axis and is configured to mechanically engage the second wedge rear surface, the rear shoe surface making a 110-120° angle relative to the longitudinal axis and is configured to mechanically engage with a spring seat, the side shoe surface making a 2-5° angle relative to the longitudinal axis and is configured to mechanically engage with the tapered plate assembly; the spring seat having a seat front end and a seat rear end, the seat front end having a first seat front surface configured to mechanically engage the rear shoe surface of the first shoe and a second front seat surface configured to mechanically engage the rear shoe surface of the second shoe, the seat rear end configured to mechanically engage an elastomer pad assembly; the tapered plate assembly, comprising: a first tapered plate having a tapered plate front end and a tapered plate rear end defining a length of 6-10 inches, the first tapered plate having a straight side and a tapered side, the tapered side configured to mechanically engage the side shoe surface of the first shoe; and a second tapered plate having a tapered plate front end and a tapered plate rear end defining a length of 6-10 inches, the second tapered plate having a straight side and a tapered side, the tapered side configured to mechanically engage the side shoe surface of the second shoe; a moveable plate assembly, comprising: a first moveable plate having a moveable plate front end and a moveable plate rear end defining a length of 12-18 inches, the first moveable plate having a moveable plate inner side and a moveable plate outer side, the moveable plate inner side configured to mechanically engage the straight side of the first tapered plate; and a second moveable plate having a moveable plate front end and a moveable plate rear end defining a length of 12-18 inches, the second moveable plate having a moveable plate inner side and a moveable plate outer side, the moveable plate inner side configured to mechanically engage the straight side of the second tapered plate; and an outer plate assembly, comprising: a first outer plate having an outer plate front end and an outer plate rear end defining a length of 5.25-10 inches, the first outer plate having an outer plate inner side and an outer plate outer side, the outer plate inner side configured to mechanically engage the moveable plate outer side of the first moveable plate; and a second outer plate having an outer plate front end and an outer plate rear end defining a length of 5.25-10 inches, the second outer plate having an outer plate inner side and an outer plate outer side, the outer plate inner side configured to mechanically engage the moveable plate outer side of the second moveable plate. the elastomer pad assembly, comprising a plurality of elastomer pads arranged within the housing rear end.

6. The railcar draft gear of claim 5, wherein: the tapered plate assembly and the outer plate assembly are secured to the housing such that each is held stationary relative to the housing.

7. The railcar draft gear of claim 5, wherein: the draft gear is configured to transition between a fully compressed state and a fully uncompressed state; in the fully compressed state, each moveable plate front end is flush with the housing front end; and in the fully uncompressed state, each moveable plate front end extends 5-8 inches beyond the housing front end.

8. The railcar draft gear of claim 7, wherein: during transitioning from the fully uncompressed state towards a fully compressed state: the center wedge engages the friction shoe assembly; the friction shoe assembly engages the spring seat and the tapered plate assembly; the moveable plate assembly engages the tapered plate assembly and the outer plate assembly; and movement of the center wedge, the friction shoe assembly, and the moveable plate assembly relative to the tapered plate assembly and the outer plate assembly transforms kinetic energy into thermal energy via friction, wherein motion along the longitudinal axis is damped via energy dissipation.

9. The railcar draft gear of claim 8, wherein: during transitioning from the fully uncompressed state towards a fully compressed state, the seat rear end mechanically engages the elastomer pad assembly to cause the elastomer pad assembly to compress.

10. The railcar draft gear of claim 5, wherein: the elastomer pad assembly includes a pad shim disposed between two elastomer pads.

11. A method of damping motion within a railcar draft gear comprising a center wedge, a friction shoe assembly, a moveable plate assembly, a tapered plate assembly, an outer plate assembly, a spring seat, and an elastomer pad assembly, the method comprising: allowing movement of the center wedge, the friction shoe assembly, and the moveable plate assembly relative to the tapered plate assembly and the outer plate assembly to transform kinetic energy into thermal energy via friction such that motion along a longitudinal axis of the railcar draft gear is damped via energy dissipation by 5-9 inches of movement.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0040] 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.

[0041] FIG. 1 shows an exemplary railcar and center sill pocket within which an embodiment of the damping system can be located.

[0042] FIG. 2 shows a cross-sectional view of an embodiment of an extended travel draft gear.

[0043] FIG. 3 shows a top view (top image) and a cross-sectional view (bottom image) of an embodiment of an extended travel draft gear without a clutch mechanism.

[0044] FIG. 4 shows a top view (top image) and a cross-sectional view (bottom image) of an embodiment of an extended travel draft gear with a clutch mechanism and with the extended travel draft gear in a fully compressed state.

[0045] FIG. 5 shows a top view (top image) and a cross-sectional view (bottom image) of an embodiment of an extended travel draft gear with a clutch mechanism and with the extended travel draft gear in an uncompressed state.

[0046] FIG. 6 shows a top view (top image) of an extended travel draft gear, a cross-sectional view (bottom-left image) of an extended travel draft gear, and an enlarged cross-sectional view (right image) of the clutch mechanism, wherein the extended travel draft gear is in an uncompressed state.

[0047] FIG. 7 shows a top view (top image) of an extended travel draft gear, a cross-sectional view (bottom-left image) of an extended travel draft gear, and an enlarged cross-sectional view (right image) of the clutch mechanism, wherein the extended travel draft gear is in a fully compressed state.

[0048] FIG. 8 shows a comparison of a center wedge and a friction shoe used for the extended travel draft gear (left) and a center wedge and a friction shoe used for a conventional draft gear (right).

[0049] FIG. 9 shows a comparison of a tapered plate, a stationary plate, and a moveable plate used for the extended travel draft gear (left) and a tapered plate, a stationary plate, and a moveable plate used for a conventional draft gear (right).

[0050] FIG. 10 shows an exemplary pad shim that may be used with embodiments of the damping system, illustrating a perspective view (top), side view (middle), and front view (bottom) of the exemplary pad shim.

DETAILED DESCRIPTION OF THE INVENTION

[0051] 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.

[0052] Referring to FIG. 1, embodiments relate to a damping system 100 for a railcar 1, which includes an extended travel draft gear 102. The extended travel draft gear 102 includes a components (e.g., a clutch mechanism 104 and an elastomer pad assembly 106) to facilitate damped longitudinal movement along a longitudinal axis 108 of the extended travel draft gear 102. The extended travel draft gear 102 can also have a housing 110 and other components for desired or beneficial operation of the damping system 100.

[0053] The damping system 100 is secured to a railcar frame 2. For instance, the railcar frame 2 has a center sill pocket 3 within which the damping system 100 is secured. The center sill pocket 3 of the railcar frame 2 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 system 100. In an exemplary embodiment, the center sill pocket 3 is rectangular and is configured to have its long axis be aligned (coaxial or parallel) with the longitudinal axis 108 of the railcar 1. The damping system 100 is placed within the center sill pocket 3 so that its rear end is more distal relative to the distal end of the railcar 1 than its front end is.

[0054] The center sill pocket 3 is sized to allow the damping system 100 to be inserted therein and have certain components be slid in a direction back and forth along the longitudinal axis 108 but is bounded in that longitudinal movement by stops or other mechanical means. The stops are attached to the frame 2 and form or define the center sill pocket 3 so that when the damping system 100 moves, one or more components of the damping system 100 abut against the stops to arrest further movement. Thus, the damping system 100 is intended to move within the center sill pocket 3, but the stops bound that movement to achieve the desired level of motion for the damping system 100.

[0055] A coupler 4 is mechanically connected to a yoke 5, each of which are rectangular or cylindrical members that is aligned with the longitudinal axis 108 of the railcar 1. The coupler 4 is configured to mechanically couple to another coupler via coupling impact. The yoke 5 is a member that sides within the center sill pocket 3 such that when the coupler 4 is impacted, the coupler 4 and the yoke 5 are both caused to move towards the damping system 100—this is a buff motion. The coupler 4 and yoke 5 both move relative to the damping system 100. Depending on the arrangement of the stops, compression of the damping system 100 may begin at this point. When the coupler 4 is pulled, the coupler 4 and the yoke 5 are both caused to move away from the damping system 100—this is draft motion. Depending on the arrangement of the stops, the damping system 100 is pulled along until it abuts a stop, causing a transfer of force to the railcar frame 2 and movement of the railcar. The buff and draft motions can be controlled via different configurations and placements of the stops and other components.

[0056] Referring to FIGS. 2-9, embodiments of the damping system 100 include a clutch mechanism 104. The clutch mechanism 104 has a center wedge 112, a friction shoe assembly 114, a spring seat 116, a tapered plate assembly 118, a moveable plate assembly 120, and an outer plate assembly 122.

[0057] The center wedge 112 has a wedge front end 124 and a wedge rear end 126 with a longitudinal axis 108 running from the wedge front end 124 to the wedge rear end 126. The wedge front end 124 is configured to mechanically engage the coupler 4. The wedge rear end 126 is configured to mechanically engage the friction shoe assembly 114. The wedge rear end 126 has a first wedge rear surface 128 that makes a 55-65° angle relative to the longitudinal axis 108 and a second wedge rear surface 130 that makes a 55-65° angle relative to the longitudinal axis 108.

[0058] The term “mechanically engage” between two components in this disclosure can refer to coupling to each other, abutting against each other, transferring forces to each other, etc.

[0059] The friction shoe assembly 114 includes a first shoe 132 configured to mechanically engage the first wedge rear surface 128 and a second shoe 134 configured to mechanically engage the second wedge rear surface 130.

[0060] The first shoe 132 has a front shoe surface 136, a rear shoe surface 138, and a side shoe surface 140. The front shoe surface 136 makes a 55-65° angle relative to the longitudinal axis 108 and is configured to mechanically engage the first wedge rear surface 128. The rear shoe surface 138 makes a 110-120° angle relative to the longitudinal axis 108 and is configured to mechanically engage with a spring seat 116. The side shoe surface 140 makes a 2-5° angle relative to the longitudinal axis 108 and is configured to mechanically engage with a tapered plate assembly 118.

[0061] The second shoe 134 has a front shoe surface 136′, a rear shoe surface 138′, and a side shoe surface 140′. The front shoe surface 136′ makes a 55-65° angle relative to the longitudinal axis 108 and is configured to mechanically engage the second wedge rear surface 130. The rear shoe surface 138′ makes a 110-120° angle relative to the longitudinal axis 108 and is configured to mechanically engage with a spring seat 116. The side shoe surface 140′ makes a 2-5° angle relative to the longitudinal axis 108 and is configured to mechanically engage with the tapered plate assembly 118.

[0062] The spring seat 116 has a seat front end 142 and a seat rear end 144. The seat front end 142 has a first seat front surface 146 configured to mechanically engage the rear shoe surface 138 of the first shoe 132 and a second front seat surface 148 configured to mechanical mechanically engage the rear shoe surface 138 of the second shoe 134.

[0063] The tapered plate assembly 118 includes a first tapered plate 150 and a second tapered plate 152. The first tapered plate 150 has a tapered plate front end 154 and a tapered plate rear end 156 defining a length of 6-10 inches. The first tapered plate 150 has a straight side 158 and a tapered side 160. The tapered side 160 is configured to mechanically engage the side shoe surface 140 of the first shoe 132. The second tapered plate 152 has a tapered plate front end 154′ and a tapered plate rear end 156′ defining a length of 6-10 inches. The second tapered plate 152 has a straight side 158′ and a tapered side 160′. The tapered side 160′ is configured to mechanically engage the side shoe surface 140′ of the second shoe 134.

[0064] The moveable plate assembly 120 includes a first moveable plate 162 and a second moveable plate 164. The first moveable plate 162 has a moveable plate front end 166 and a moveable plate rear end 168 defining a length of 12-18 inches. The first moveable plate 162 has a moveable plate inner side 170 and a moveable plate outer side 172. The moveable plate inner side 170 is configured to mechanically engage the straight side 158 of the first tapered plate 150. The second moveable plate 164 has a moveable plate front end 166′ and a moveable plate rear end 168′ defining a length of 12-18 inches. The second moveable plate 164 has a moveable plate inner side 170′ and a moveable plate outer side 172′. The moveable plate inner side 170′ is configured to mechanically engage the straight side 158′ of the second tapered plate 152.

[0065] The outer plate assembly 122 includes a first outer plate 174 and a second outer plate 176. The first outer plate 174 has an outer plate front end 178 and an outer plate rear end 180 defining a length of 5.25-10 inches. The first outer plate 174 has an outer plate inner side 182 and an outer plate outer side 184. The outer plate inner side 182 is configured to mechanically engage the moveable plate outer side 172 of the first moveable plate 162. The second outer plate 176 has an outer plate front end 178′ and an outer plate rear end 180′ defining a length of 5.25-10 inches. The second outer plate 176 has an outer plate inner side 182′ and an outer plate outer side 184′. The outer plate inner side 182′ is configured to mechanically engage the moveable plate outer side 172′ of the second moveable plate 164.

[0066] The extended travel draft gear 102 can have a housing 110. The housing 110 is a hollow member is configured to contain components (e.g., clutch mechanism 104 and/or other components) of the extended travel draft gear 102 in an interior cavity portion of the housing 110. In addition, the housing 110 is configured to hold both the tapered plate assembly 118 and the outer plate assembly 122 stationary relative to the housing 110. This can be achieved via a shelf formation in or on the housing 110, affixment (e.g., weld, fastener, etc.) of the tapered plate assembly 118 and the outer plate assembly 122 to the housing 110, or other type of stop mechanism.

[0067] The housing 110 has a housing front end 186 and a housing rear end 188. The clutch mechanism 104 is configured to transition between a fully compressed state and a fully uncompressed state. In the fully compressed state, each moveable plate front end 166 is flush with the housing front end 186. In the fully uncompressed state, each moveable plate front end 166 extends 5-8 inches beyond the housing front end. During transitioning from the fully uncompressed state towards a fully compressed state: the center wedge 112 engages the friction shoe assembly 114; the friction shoe assembly 114 engages the spring seat 116 and the tapered plate assembly 118; and the moveable plate assembly 120 engages the tapered plate assembly 118 and the outer plate assembly 122. Movement of the center wedge 112, the friction shoe assembly 114, and the moveable plate assembly 120 relative to the tapered plate assembly 118 and the outer plate assembly 122 transforms kinetic energy into thermal energy via friction, wherein motion along the longitudinal axis 108 is damped via energy dissipation.

[0068] The above describes the clutch mechanism 104. It is contemplated for the inventive clutch mechanism 104 to be used as a component of the draft gear to form an extended travel draft gear 102. Thus, the inventive damping system 100 can be the clutch mechanism 104 itself (to be used in a draft gear) or be draft gear 102 that has clutch mechanism 104 so as to form an extended travel draft gear 102.

[0069] Embodiments of the extended travel draft gear 102 include a housing 110 having an open housing front end 186 and a closed housing rear end 188. The extended travel draft gear 102 has a clutch mechanism 104 located within the housing front end 186. The clutch mechanism 104 has a center wedge 112, a friction shoe assembly 114, a spring seat 116, a tapered plate assembly 118, a moveable plate assembly 120, and an outer plate assembly 122.

[0070] The clutch mechanism 104 includes a center wedge 112 having a wedge front end 124 and a wedge rear end 126 with a longitudinal axis 108 running from the wedge front end 124 to the wedge rear end 126. The wedge front end 124 is configured to mechanically engage a coupler 4. The wedge rear end 126 is configured to mechanically engage a friction shoe assembly 114. The wedge rear end 126 has a first wedge rear surface 128 that makes a 55-65° angle relative to the longitudinal axis 108 and a second wedge rear surface 130 that makes a 55-angle relative to the longitudinal axis 108.

[0071] The friction shoe assembly 114 has a first shoe 132 configured to mechanically engage the first wedge rear surface 128 and a second shoe 134 configured to mechanically engage the second wedge rear surface 130. The first shoe 132 has a front shoe surface 136, a rear shoe surface 138, and a side shoe surface 140. The front shoe surface 136 makes a 55-65° angle relative to the longitudinal axis 108 and is configured to mechanically engage the first wedge rear surface 128. The rear shoe surface 138 makes a 55-65° angle relative to the longitudinal axis 108 and is configured to mechanically engage with a spring seat 116. The side shoe surface 140 makes a 2-5° angle relative to the longitudinal axis 108 and is configured to mechanically engage with a tapered plate assembly 118. The second shoe 134 has a front shoe surface 136′, a rear shoe surface 138′, and a side shoe surface 140′, the front shoe surface 136′ makes a 55-65° angle relative to the longitudinal axis 108 and is configured to mechanically engage the second wedge rear surface 130. The rear shoe surface 138′ makes a 110-120° angle relative to the longitudinal axis 108 and is configured to mechanically engage with a spring seat 116. The side shoe surface 140′ makes a 2-5° angle relative to the longitudinal axis 108 and is configured to mechanically engage with the tapered plate assembly 118.

[0072] The spring seat 116 has a seat front end 142 and a seat rear end 144. The seat front end 142 has a first seat front surface 146 configured to mechanically engage the rear shoe surface 138 of the first shoe 132 and a second front seat surface 148 configured to mechanically engage the rear shoe surface 138 of the second shoe 134. The seat rear end 144 is configured to mechanically engage an elastomer pad assembly 106.

[0073] The tapered plate assembly 118 includes a first tapered plate 150 and a second tapered plate 152. The first tapered plate 150 has a tapered plate front end 154 and a tapered plate rear end 156 defining a length of 6-10 inches. The first tapered plate 150 has a straight side 158 and a tapered side 160. The tapered side 160 is configured to mechanically engage the side shoe surface 140 of the first shoe 132. The second tapered plate 152 has a tapered plate front end 154′ and a tapered plate rear end 156′ defining a length of 6-10 inches. The second tapered plate 152 has a straight side 158′ and a tapered side 160′. The tapered side 160′ is configured to mechanically engage the side shoe surface 140′ of the second shoe 134.

[0074] The moveable plate assembly 120 includes a first moveable plate 162 and a second moveable plate 164. The first moveable plate 162 has a moveable plate front end 166 and a moveable plate rear end 168 defining a length of 12-18 inches. The first moveable plate 162 has a moveable plate inner side 170 and a moveable plate outer side 172. The moveable plate inner side 170 is configured to mechanically engage the straight side 158 of the first tapered plate 150. The second moveable plate 164 has a moveable plate front end 166′ and a moveable plate rear end 168′ defining a length of 12-18 inches. The second moveable plate 164 has a moveable plate inner side 170′ and a moveable plate outer side 172′. The moveable plate inner side 170′ is configured to mechanically engage the straight side 158′ of the second tapered plate 152.

[0075] The outer plate assembly 122 includes a first outer plate 174 and a second outer plate 176. The first outer plate 174 has an outer plate front end 178 and an outer plate rear end 180 defining a length of 5.25-10 inches. The first outer plate 174 has an outer plate inner side 182 and an outer plate outer side 184. The outer plate inner side 182 is configured to mechanically engage the moveable plate outer side 172 of the first moveable plate 162. The second outer plate 176 has an outer plate front end 178′ and an outer plate rear end 180′ defining a length of 5.25-10 inches. The second outer plate 176 has an outer plate inner side 182′ and an outer plate outer side 184′. The outer plate inner side 182′ is configured to mechanically engage the moveable plate outer side 172′ of the second moveable plate 164.

[0076] The elastomer pad assembly 106 includes a plurality of elastomer pads 190 arranged within the housing rear end 188. These can be arranges in a serial manner. There can be a pad shim 192 disposed between any two adjacent elastomer pads 190. It is understood that the elastomer pad assembly 106 can be a spring assembly having springs (or any other type of element that non-plastically deforms when acted upon) as opposed to elastomer pads, or be an assembly having both elastomer pads and springs. There can be any number or configuration of pads or springs.

[0077] FIG. 10 shows an exemplary pad shim 192. It is contemplated for the pad shim 192 to be a planar member and also have a profile that matches or complements the profile of the elastomer pad 190. The exemplary pad shim 192 shown in FIG. 10 has a profile shape that is rectangular with an arcuate formation in a central portion of the long legs of the rectangle. Each pad shim 192 can have at least one aperture 193 formed therein to facilitate interconnection of the pads 190 when stacked in a serial manner.

[0078] The tapered plate assembly 118 and the outer plate assembly 122 are secured to the housing 110 such that each is held stationary relative to the housing 110. This can be achieved via a shelf formation in or on the housing 110, affixment (e.g., weld, fastener, etc.) of the tapered plate assembly 118 and the outer plate assembly 122 to the housing 110, or other type of stop mechanism.

[0079] The extended travel draft gear 102 is configured to transition between a fully compressed state and a fully uncompressed state. In the fully compressed state, each moveable plate front end 166, 166′ is flush with the housing front end 186. In the fully uncompressed state, each moveable plate front end 166, 166′ extends 5-8 inches beyond the housing front end 186. During transitioning from the fully uncompressed state towards a fully compressed state: the center wedge 112 engages the friction shoe assembly 114; the friction shoe assembly 114 engages the spring seat 116 and the tapered plate assembly 118; the moveable plate assembly 120 engages the tapered plate assembly 118 and the outer plate assembly 122. Movement of the center wedge 112, the friction shoe assembly 114, and the moveable plate assembly 120 relative to the tapered plate assembly 118 and the outer plate assembly 122 transforms kinetic energy into thermal energy via friction, wherein motion along the longitudinal axis 108 is damped via energy dissipation. During transitioning from the fully uncompressed state towards a fully compressed state, the seat rear end 144 mechanically engages the elastomer pad assembly 106 to cause the elastomer pad assembly 106 to compress.

[0080] Embodiments relate to a method of damping motion within a railcar draft gear. The railcar draft gear can include an embodiment of the clutch mechanism 104 or be configured as an extended travel draft gear 102—i.e., the railcar draft hear can include a center wedge 112, a friction shoe assembly 114, a moveable plate assembly 120, a tapered plate assembly 118, an outer plate assembly 122, a spring seat 116, and an elastomer pad assembly 106. The method involves allowing movement of the center wedge 112, the friction shoe assembly 114, and the moveable plate assembly 120 relative to the tapered plate assembly 118 and the outer plate assembly 122 to transform kinetic energy into thermal energy via friction such that motion along a longitudinal axis 108 of the clutch mechanism 104 is damped via energy dissipation by 5-9 inches of movement.

[0081] 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.

[0082] It is further understood that there can be any number of components used for a damping system 100, draft gear 102, or clutch mechanism 104. For instance, a damping system 100 may include more than one draft gear 102, a draft gear 102 may include more than one clutch mechanism 104, a clutch mechanism 104 may include any number of moveable plates 120, tapered plats 118, etc. to meet a desired design criterion.

[0083] 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 system, 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.