Heilmann locomotive - Knowledge (XXG)

55: 460:). Heilmann wished to create a machine specifically suited for high-speed trains without the high costs of an electrified infrastructure. His earliest design was of a trainset consisting of a vehicle with a triple expansion steam engine (of 600 hp.) and generator (providing 480 hp @ 80% expected efficiency), a tender and three carriages. The entire train was to run on bogies, and use a distributed traction system provided by 12 axle-mounted electric motors in the three carriages. 418: 665:, hauling a train consisting eight carriages. The 53 kilometres (33 mi) journey took 55 minutes. A speed of 107 kilometres per hour (66 mph) was reported to have been achieved. Following the test run, the locomotive hauled a regular service train back to Paris. Trials showed that the engine used 15% less coal than a conventional steam engine. The locomotive was said to ride "like a 669:." Criticisms of the locomotive were that it was "too complicated, too costly, too heavy". These same arguments would be repeated with the introduction of main-line diesel-electric locomotives some half a century later. The locomotive completed around 2,000 kilometres (1,200 mi) of test runs. Two larger locomotives were ordered for further trials on the CF de l'Ouest. 722: 1051:

and return. On 18 November 1897, a 115-kilometre (71 mi) test run was made with speeds kept down to 30 kilometres per hour (19 mph) hauling a 50-tonne (49-long-ton) load. On a later run hauling a 250-tonne (250-long-ton) load, a speed of 100 kilometres per hour (62 mph) was attained.

645:

between them; the total train weight was 173 to 183 tonnes, depending on passenger levels. Speeds were increased over subsequent runs: the first run average 51.5 kilometres per hour (32.0 mph), on the fourth run the average speed was 59.4 kilometres per hour (36.9 mph), with speeds of 55

1036:, United Kingdom. The boiler had a heating area of 185.50 square metres (1,996.7 sq ft) and worked at a pressure of 14 standard atmospheres (210 lbf/in). The locomotive weighed 124 tonnes (122 long tons). The driving wheels were arranged in two four-axle bogies as per 1052:

Although other railway companies, such as the Ohio River, Madison & Southern Railway in the United States and the Southern Railway in Russia, as well as at least one from Germany, showed interest in steam-electric locomotives, the two locomotives were nonetheless scrapped.

1040:. They had a diameter of 1,160 millimetres (3 ft 10 in). The locomotives were 28.35 metres (93 ft 0 in) long, 2.74 metres (9 ft 0 in) wide and 4.19 metres (13 ft 9 in) high. Water capacity was 20,000 litres (4,400 imp gal). 1832: 463:

The first real locomotive built to Heilmann's design was a prototype steam-electric locomotive, with boiler, steam engine, generator and motors built into a single locomotive; construction began in 1892 and was completed in August 1893. On completion it was named

1069:

appears to be something on the Heilmann principle, that is to say the engine is employed to operate a dynamo which in turn supplies electric current to motors geared to the driving wheels

583:

two cylinder vertical compound steam engine of similar design to the main engine. This secondary generator's output was also used to provide a supply for electric lighting in carriages.

563:

The steam engine drove directly a direct current dynamo, rated at approximately 500 kW (1,200 A @ 400 V); it was a six pole machine with the armature constructed on the

1858: 586:

Electric speed and load control was obtained by reducing the main generator's field excitation current coming from the 10 kilowatts (13 hp) dynamo using a twelve step drum

552:. It had a grate area of 2.25 square metres (24.2 sq ft). The boiler had a total surface area of 145 square metres (1,560 sq ft). The engine had a fixed 811: 637:(1 in 125) gradient over more than 10 kilometres (6.2 mi). The test train consisted of the locomotive (fully fueled to 118 tonnes), four new first class carriages, a 148: 1438: 682: 700: 499: 100: 436:

registered a patent (France №. 207055) for a self powered electric vehicle; the design was intended to eliminate the unbalanced oscillatory moments and "

579:

dynamo capable of generating 100 A at 100 V (10 kilowatts (13 hp)), which was directly driven at approximately 300 rpm by a 20

516: 444:

of a conventional mechanical steam locomotive. His design used a balanced steam engine to drive the locomotive via an electrical transmission (an

1152:"On se contente de coupler, suivant les besoins, les 8 moteurs electriques soit tous en tension, soit en quantité en 2 groupes de 4 en tension" 1429: 1067:

that used an electric transmission. When one of the first diesel-electric locomotives was reported in 1905, the Automotor Journal stated it

1853: 1411: 31:

was built in 1894 and two larger locomotives were built in 1897. These locomotives used electric transmission, much like later-popular

490: 1134:

The method of speed control by controlling the generator field excitation (magnetic field in the main generator) is also used in the

1863: 1770: 1056: 1788: 594:

were connected in parallel; for low speed control the motors could be series connected in two sets of four connected in parallel.

1827:(in French), Library Polytechnique Baudry et Cie., pp. 467–478, fig. 230 (p.252), fig 388 (p.427), fig.400–401 (pp.446–448) 1060: 602: 54: 431: 87: 1873: 678: 24: 1446: 628: 1868: 32: 534:

with transversely mounted cylinders of 425 and 650 millimetres (16.7 and 25.6 in) diameter by 300 mm (11

1080: 1668: 1085: 1064: 646:

kilometres per hour (34 mph) on the 8‰ slopes, and 70 kilometres per hour (43 mph) on level track.

1517: 1048: 662: 1020:

In 1897, two larger locomotives were built. They were numbered 8001 and 8002. The locomotives had standard

426: 82: 1503: 666: 527: 508: 482: 962: 642: 624: 553: 531: 1025: 677:

electric locomotives which were employed on the 4 kilometres (2.5 mi) underground railway between

548:, operating at a pressure of 12.6 standard atmospheres (185 lbf/in), with a firebox of a stayless 619:

The first official tests of the locomotive began on 2 February 1894; performing a return working from

597:

The motors were located in two four-axle bogies, with wheelset having a sealed axle mounted 80 to 100

1562:"The Diesel Engine in a New Sphere", The Automotor and Horseless Carriage Journal, 4 March 1905, p275 1269: 1135: 445: 23:

were a series of three experimental steam-electric locomotives produced in the 1890s for the French

1808: 1029: 1765:. History of Technology Series 31. The Institution of Engineering and Technology. pp. 35–51. 1677: 1593: 1024:, with a grate area of 3.34 square metres (36.0 sq ft). The steam engines were built by 1691: 549: 512: 1719: 1715: 1710: 1602: 1598: 1578: 1394: 1290: 1357: 1766: 1425: 1117: 1044: 950: 654: 605: 598: 580: 557: 523: 477: 457: 441: 399: 363: 332: 1803: 1756: 1664: 1747: 1230: 1021: 568: 237: 1703: 1345: 638: 449: 1628: 1611: 1386: 1374: 1325:"Export or Die! British Diesel-Electric Manufacturers and Modernisation. Part One: Roots" 1324: 1212: 1197: 1182: 1147: 1822: 1507: 1289:

J.-J. Heilmann (1891), "Un nouveau chemin de fer électrique", Séance du 20 Février 1891

1833:"Le chemin de fer d'Argenteuil à Mantes - Quatrième partie – Une machine d'avant-garde" 1533: 954: 849: 591: 281: 186: 1847: 958: 857: 576: 564: 358: 601:(59 to 74 kW) electric motor; giving a Do-Do wheel arrangement. Braking was by 417: 1265: 1226: 1033: 545: 1760: 1711:

Procès-verbal de la séance du 5 Juin 1896 (Minutes of 5 June 1896 session), p.784

1419: 698:

scale model of the prototype locomotive made in 1903 is in the collection of the

821: 613: 437: 158: 1344:

E. Hospitalier (1897), "Nouvelle locomotive électrique de M. J.-J. Heilmann",

1108: 609: 572: 494: 367: 1728: 1645: 633: 28: 1681: 1393:

M.F. Drouin (1896), Les Locomotives Électriques (Système J.-J. Heilmann),

620: 587: 504: 453: 1683:

Mémoires et compte rendu des travaux de la Société des ingénieurs civils

1583:

Mémoires et compte rendu des travaux de la Société des ingénieurs civils

721: 1824:

La traction électrique sur voies ferrées - matériel roulant - traction

1727:

E. Hospitalier (1898), Gaston Tissandier; Henri de Parville (eds.),

353:

650 mm × 300 mm (25.59 in × 11.81 in)

345:

425 mm × 300 mm (16.73 in × 11.81 in)

674: 658: 416: 1644:

E. Hospitalier (1894), Gaston Tissandier; Henri Parville (eds.),

1789:"Fonds Jean-Jacques Heilmann, ingénieur-électricien (1853-1922)" 673:

had been dismantled by 1897, with the bogies being used for two

941:

20,000 L (4,400 imp gal; 5,300 US gal)

276:

12,000 L (2,600 imp gal; 3,200 US gal)

1579:"Nouveau chemin de fer électricque: Système J.-J. Heilmann" 515:, whilst the locomotive frame and bogies were built at the 16:

Experimental steam locomotives with electric transmission.

1385: