PAMANTASAN NG LUNGSOD NG MAYNILA

Intramuros, Manila
College of Science Department
Bachelor of Science in Psychology

ACTIVITY 2.1

NAME: Villarosa, Jannericka V. DATE: 09/25/2021

YEAR & BLOCK: BS PSYCHOLOGY 1-3 SUBJECT: STS 0002-5

A. Watt’s Steam Engine

Watt was impressed by the waste of steam while repairing a model Newcomen steam
engine in 1764. He came up with the separate condenser, his first and greatest invention, in May
1765, after struggling with the difficulty of perfecting it. Watt had discovered that the Newcomen
engine's main flaw was the loss of latent heat (the heat associated with changing the state of a
substance—for example, solid or liquid) and that condensation must therefore take place in a
chamber separate from the cylinder but connected to it. Shortly after, he met John Roebuck, the
founder of the Carron Works, a British surgeon, scientist, and inventor who encouraged him to
build an engine. In 1768, he formed a company with him after building a modest test engine with
the help of Joseph Black's financing. Watt received the renowned patent for “A New Invented
Method of Lessening the Consumption of Steam and Fuel in Fire Engines” the following year.
Meanwhile, Watt became a land surveyor in 1766, and for the next eight years, he was constantly
busy laying out canal routes in Scotland, work that kept him from progressing with the steam
engine. After Roebuck went bankrupt in 1772, English manufacturer and engineer Matthew
Boulton, of Birmingham's Soho Works, purchased a part of Watt's patent. Watt moved to
Birmingham in 1774, bored with surveying and Scotland.

B. Steam Turbine

There were no additional advances until the end of the nineteenth century when several
inventors created the foundation for the contemporary steam turbine. Sir Charles Algernon
 PAMANTASAN NG LUNGSOD NG MAYNILA
Intramuros, Manila
College of Science Department
Bachelor of Science in Psychology

Parsons, a British engineer, realized the benefit of using many stages in succession in 1884,
allowing modest steps to be taken to extract the thermal energy in the steam. Parsons also
devised the reaction-stage principle, according to which both the stationary and moving blade
passages experience virtually equal pressure decrease and energy release. He also created the
first practical huge marine steam turbines after that. Carl G.P. de Laval of Sweden built miniature
reaction turbines that spun at around 40,000 revolutions per minute to operate cream separators
in the 1880s. Their quickness, however, made them unsuitable for other commercial applications.
De Laval then focused on single-stage impulse turbines with convergent-divergent nozzles, like
the one depicted in Figure 3. De Laval developed various turbines between 1889 and 1897, with
capacities ranging from 15 to several hundred horsepower. His 15-horsepower turbines were the
first to be used in a ship's propulsion system (1892). In the 1890s, France's C.E.A. Rateau was the
first to design multistage impulse turbines. Around the same period, the velocity-compounded
impulse stage was invented by Charles G. Curtis of the United States. By 1900 the largest steam
turbine-generator unit produced 1,200 kilowatts, and 10 years later the capacity of such
machines had increased to more than 30,000 kilowatts.

C. Internal Combustion Engine

Internal combustion engines were developed by several scientists and engineers. John Barber
invented the gas turbine in 1791. Thomas Mead patented a gas engine in 1794. Robert Street
also patented an internal combustion engine in 1794, which was the first to use liquid fuel, and
built an engine around the same time. John Stevens created the first American internal
combustion engine in 1798. The Pyréolophore, a prototype internal combustion engine that used
controlled dust explosions and was given a patent by Napoleon Bonaparte, was run in 1807 by
French engineers Nicéphore Niépce (who went on to discover photography) and Claude Niépce
(who went on to invent photography). A boat on the Saône river in France was powered by this
engine. François Isaac de Rivaz, a Swiss engineer, devised a hydrogen-based internal combustion
engine that was fueled by an electric spark in the same year. De Rivaz adapted his innovation to
 PAMANTASAN NG LUNGSOD NG MAYNILA
Intramuros, Manila
College of Science Department
Bachelor of Science in Psychology

a crude working vehicle in 1808, calling it "the world's first internal combustion powered
automobile." Samuel Brown patented the first industrially used internal combustion engine in
1823. The Italian inventors Eugenio Barsanti and Felice Matteucci received the certification
"Obtaining Motive Power by the Explosion of Gases" in 1854 in the United Kingdom. In 1857, they
were granted patent No.1655 for an "Improved Apparatus for Obtaining Motive Power from
Gases" by the Great Seal Patent Office. Between 1857 and 1859, Barsanti and Matteucci received
further patents for the same idea in France, Belgium, and Piedmont. Jean-Joseph Etienne Lenoir,
a Belgian, invented a gas-fired internal combustion engine in 1860. The first atmospheric gas
engine was invented by Nicolaus Otto in 1864. George Brayton, an American, invented the first
commercial liquid-fuelled internal combustion engine in 1872. The compressed charge, the four-
cycle engine was patented in 1876 by Nicolaus Otto, Gottlieb Daimler, and Wilhelm Maybach.
Karl Benz patented a dependable two-stroke gasoline engine in 1879. Later, in 1886, Benz
launched commercial manufacturing of the first internal combustion engine-powered
automobiles, which included a three-wheeled, four-cycled engine and chassis as a single unit.