Old Otis 62 &70 UCL Controller

Does anybody have adjusting information on 62 & 70 UCL controls? I inherited two simplexes, 500 fpm gearless 2500#. Car was seriously undercompounded and not running any where near speed. I found that one of them wasn't pulling in VR. I located a wire that was left disconnected when a generator repair was performed many years ago. Of course, when this was left off, this necessitated someone readjusting various taps and shunts for the series field and the accel/decel circuits. After reconnecting the wire, VR started working, but the car is now overcompounded and slightly overspeeding in one direction. I could use a generator print showing the series field connections and orientation and an adjustment procedure for this control. I appreciate any assistance.

My email is oksoibet@comcast.net Thanks again

...How is your loadweighing ..this equipment used micro switch loadweiging under the platform which was tied into the Generating and compensating fields.depending on what the load was it would insert or take out resistance activated by these micros,relays associated allowed the car to run constant speeds either direction no matter what the load was..provided they were setup properly with the proper weights.alowing the drop and pick of various relays on the board..example LC,Rc,Tc,Hc...

Only has a single load switch. It controls bypass of hall calls. No compensating field. Two gen fields. one leveling field and the self excited field

What a disaster. The question really is, why after a genny repair the need to remove the VR coil wire? Is there a problem with the genny? I would probably go to the lift that is working and get measurements/tap settings of all fields and resistances( very hard to remember without a print) if you can. I would also test the FPM as well as a guide. Then clean and test the genny commutator and brush set and neutral planes. I think the lift should be slightly faster in the up direction and should be set via series taps however I cant quite remember what these are ie more or less. Trial and error maybe. Also I think HSL speed should be around 50 FPM. Sorry not much else I can remember, so not much help.

Just some more info the help. As I said make sure the neutral plane is right and the brushes are all bedded in properly. The series field 4 coils have 1,2,3 turns( If I remember correctly) tappings on each coil. Tuners have generally started with 8 turns(2 per coil which I think is connection 1 and 3) within the whole series field, so this is a good start. Then you can test your compounding by sending the lift to mid shaft, then kicking the lift via H and U/D to test the compounding/speed with a FPM tester( using all appropriate safety measures). This should get you out of trouble. I wouldn't think they would have changed the car/counterweight balance which can effect this too. You may have to adjust other setting to get a good s curve, but see how you go with this.

Any way let us know how you go.

We end up rebalancing cars all the time. If you have a lighter capacity car and there is marble and mirrors and tile floors and a new island ceiling you can bet you have lost 30 to 40% of capacity.

Absolutely. If any adjustments are made to the original cars( and their balance), they must be rebalanced. When ever new interiors or car top changes( especially PDO's) are made it has to be done. I just was saying in the context I assumed nothing was changed in/on the car.

Car is original and is balanced at 43%. Car station was replaced, but the new one weighs less than the two originals combined. We had to do a five yr test anyway, when we brought the weights in, we checked the balance. When we put the full load in the car and forced a relevel, it was 3 turns undercompounded, three turns brought it able to recover and going back to balance, we reset the approaches. All appears to be good. Thanks to the member that sent the adjusters notes. They did not match the job, but helped immensely. I don't know how others do a buffer test on older WL equipment, but back when I adjusted Dovers, We would park the car at a center floor on Independent service, reverse the motor fields, and set a call for a terminal. The car would accel to high speed in the wrong direction and BUFFER TEST. Works just as well on OTIS. Anyway, All is Well. Thanks to all.

I believe that should be an 82GA Generator. The series field taps should be 0-2-3 on the pole pieces (Total 12 turns).( actually if you look close the numbers are stamped on the taps). If it's a 71GA which I doubt,(used on Geared machines mostly) but possible with a low capacity car, the taps would be 0-3-5 on the pole pieces(total 20 turns). If you have any construction manuals the generator diagrams are in them. I do have the adjusting instructions from an one of the Old Field Manuals. If you still need them PM me and I will dig them out and see how big the files are once scanned. Also I believe they have an Accel and Decel Series Field Switches and bed spring shunts.