Engineers from Paris

Charles-Joseph Pigeon (29 March 1838 – 18 March 1915) was born in Le Mesnil-Lieubray in Normandy in France.
He started as a salesman in Le Bon Marché in Paris, where he became a close friend of Ernest Cognacq, subsequently the founder of the Samaritaine department store.
Pigeon became a dealer in cycle lamps and other lamps. His invention and manufacture of the Pigeon lamp, a non-exploding gasoline lamp, in 1884 (exhibited at the Exposition universelle de 1900), made him famous and wealthy.

After his death he remains noted for his family grave in Montparnasse Cemetery in Paris, which he commissioned in 1905 to hold up to 18 family members. The main feature is a life-sized bronze sculpture of Pigeon (notebook and pencil in hand) and his wife lying on a bed, overlooked by an angel, which had been illuminated by a lamp for many years by his custodians.

Alphonse Loubat (15 June 1799 – 10 September 1866) was a French inventor who developed improvements in tram and rail equipment, and helped develop tram lines in New York City and Paris.
Loubat was born in Sainte-Livrade-sur-Lot. He went to New York City in 1827 where he helped develop that city's first tramway in 1832. He returned to France and in 1852 developed the grooved rail, which greatly facilitated street railways and tramlines. Besides he planted wine in Brooklin and wrote on wine.He died in Ville-d'Avray. Joseph Florimond Loubat was his son.

Maurice Leblanc (1857 – 1923) was a French engineer and industrialist.
Born in Paris, Leblanc worked primarily in improving induction motors and alternators, where he invented the damper winding. He also invented an improved vacuum pump and worked in the area of refrigeration.
The December 1, 1880 French publication "La Lumière électrique", published an article by Leblanc entitled "Etude sur la transmission électrique des impressions lumineuses". In this article Leblanc outlined five functions required for a television system.

a transducer to convert light into electricity
a scanner to break up a picture into its constituent parts
a method of synchronising the receiver and the transmitter
a means of converting electrical signals back into light
a screen for viewing the imageLeblanc was awarded the Prix Poncelet for 1913 by the French Academy of Sciences.

Jean-Albert Grégoire (7 July 1899 in Paris – 19 August 1992) was one of the great pioneers of the front-wheel-drive car. He contributed to the development of front-wheel-drive vehicles in two ways. The first way was in developing and promoting the Tracta joint (designed by his friend Pierre Fenaille), which was, until manufacturing techniques had progressed sufficiently to allow the successful manufacture of the constant velocity joints commonly in use today, the preferred choice of most manufactures of vehicles that had driven front wheels. Tracta joints were used by many of the pioneers of front-wheel drive, including DKW between 1929 and 1936 and Adler from 1932 to 1939 as well as the cars designed by J A Grégoire that will be mentioned later. The Tracta joint was fitted to most of the military vehicles that had driven front wheels used by most of the combatants in the Second World War. They included Laffly and Panhard in France, Alvis and Daimler in the UK and Willys in the United States that used the joint in a quarter of a million Jeeps and many others. This was to continue after the war, the first Land Rover being so fitted.
The second way he contributed to the development of front-wheel-drive vehicles was in designing and in some cases manufacturing front-wheel-drive cars. The Tracta Gephi was his first design and it was this car that inspired him to design a constant velocity joint. All subsequent Tracta cars, and there were about two hundred manufactured between 1927 and 1932, used it. The first of these was raced at Le Mans in 1927 completing the 24-hour race. The Tracta cars used engines from S.C.A.P. from 1100 cc to 1600 cc, and Continental and Hotchkiss, from 2700 cc to 3300 cc.
J.A. Grégoire designed an 11cv 6-cylinder car for Donnet in 1932. Only four prototypes were produced, one being shown at the Paris Salon of 1932 before Donnet went into liquidation. He then worked with Lucian Chenard to design two cars for Chenard et Walcker. They were of advanced design but were not a commercial success. In 1937 he designed the Amilcar Compound, produced by Hotchkiss from 1938 to the Second World War, by which time 681 examples had been made. It was constructed using another of Grégoire's ideas, a cast Alpax (light alloy) chassis frame. Other advanced features were rack and pinion steering and all independent suspension. But the car had its bad points, cable brakes and gear-change linkage and a side-valve engine although the latter was still common at this time. An overhead valve version came later. During the Second World War he secretly worked with his design team at his works at Asnières-sur-Seine on a small car the Aluminium "Francais-Grégoire". It had a chassis-body frame of light alloy, front-wheel drive, an air-cooled flat twin engine and independent suspension on all wheels. A four-seat car weighing only 880 pounds (400 kg) and could reach 60 mph (97 km/h) while returning 70 mpg. This design was to form the basis of the 1950 "Dyna" Panhard. In 1950 another Hotchkiss car the Hotchkiss Grégoire, was produced again with an alloy chassis and body. With independent suspension on all four wheels and fitted with a water-cooled flat four engine of 2 litres, ahead of the front axle, it was fast, with a top speed of 94 mph (151 km/h), but the car was expensive and only 250 examples were made by 1954. In 1956 Grégoire produced a two-seat convertible with a 2.2-litre supercharged flat-four engine producing 130 PS (96 kW; 128 hp) and, as in the case of the cars mentioned previously, front-wheel drive. All ten cars made were fitted with bodies designed and built by Henri Chapron.

All the cars mentioned previously were front-wheel-drive cars. Grégoire also designed a couple of rear-wheel-drive machines: the first electric car with the machinery in the mid-engine position and a gas turbine car, the experimental SOCEMA-Grégoire with a front-engined, rear-wheel drive layout.

Jules Carpentier (30 August 1851 – 30 June 1921) was a French engineer and inventor.
Jules Carpentier was a student at the French École polytechnique.
He bought the Ruhmkorff workshops in Paris when Heinrich Daniel Ruhmkorff died and made it a successful business for building electrical and magnetical devices. From 1890, he started to build photographic and cinematographic cameras. He is the designer of the submarine periscope, and worked at the adjustment of trichromic process of colour photography.
He patented the "Cinématographe", which serves as a film projector and developer in the late 1890s, and built devices from the Lumière Brothers.
Another of his patents, filed in England, was a primary reference of Theodor Scheimpflug, who disclaimed inventing the falsely eponymous Scheimpflug principle.He died in 1921 in a car accident in Joigny, France.

Louis Delaunay-Belleville (20 November 1843, Corbeil – 10 February 1912, Cannes) was a French engineer.

Nicolas Léonard Sadi Carnot (French pronunciation: [nikɔla leɔnaʁ sadi kaʁno]; 1 June 1796 – 24 August 1832) was a French mechanical engineer in the French Army, military scientist and physicist, often described as the "father of thermodynamics". He published only one book, the Reflections on the Motive Power of Fire (Paris, 1824), in which he expressed the first successful theory of the maximum efficiency of heat engines and laid the foundations of the new discipline: thermodynamics. Carnot's work attracted little attention during his lifetime, but it was later used by Rudolf Clausius and Lord Kelvin to formalize the second law of thermodynamics and define the concept of entropy. Driven by purely technical concerns, such as improving the performance of the steam engine, Sadi Carnot's theoretical work laid important foundations for modern science as well as technologies such as the automobile and jet engine.
His father Lazare Carnot was an eminent mathematician, military engineer, and leader of the French Revolutionary Army.

Louis François René Panhard (27 May 1841 – 16 July 1908) was a French engineer, merchant and a pioneer of the automobile industry in France.
Born in Paris, he studied engineering at the Collège Sainte-Barbe and then graduated from École Centrale Paris in 1864. He was then employed by Jean-Louis Périn in a firm that produced wood-working machines. It was there that Panhard met Émile Levassor. In 1878, he was named Chevalier of the Legion of Honour.
In 1889 after the death of Jean-Louis Perin, Panhard partnered with Levassor and Edouard Sarazin (and his widow Louise) to enlarge Avenue d'Ivry in the 13th arrondissement of Paris, develop the French engine manufacturing licenses for Gottlieb Daimler internal combustion engine and found the Panhard & Levassor car company. The company produced its first automobile in 1890.
In 1891, Panhard and Levassor designed and produced the first Daimler car engine, the twin V. Panhard also participated in and won many automobile races including the Paris-Rouen, 1894, the first major motor race in the world, Paris-Bordeaux-Paris in 1895 and the Tour de France Automobile of 1899. Panhard cars dominated racing everywhere until 1900.
In 1897, Levassor died as the result of a racing accident. Panhard then joined with his son, Hippolytus, to continue with developing and producing automobiles including, by 1900, a wide range of luxury cars.
In 1904, Panhard won a grand prize at the St. Louis Exposition.
Panhard was also a mayor of Thiais in the département Val-de-Marne. In Paris, a street in the 13th arrondissement is named after him.
René Panhard died in 1908 in La Bourboule and was buried in the Père Lachaise Cemetery in Paris.

André-Gustave Citroën (French: [ɑ̃dʁe ɡystav sitʁɔɛn]; 5 February 1878 – 3 July 1935) was a French industrialist and the founder of French automaker Citroën. He is also remembered for his application of double helical gears.