THE MALONE FLUID ENGINE
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IN cittr issue dated June Oth we gave preliminary particulars of the Malone liquid engine, which was described at a meeting of the Royal Society of Arts by Mr. J. F.:7.3. Malone, who has put in some .15 years' research work on this question. It is interesting to note that the first Malone engine was built and underwent its tests in the same workshop in which Stephenson built the Racked the first British locomotive, about 100 years ago. At the meeting Mr. Malone showed a variety of lantern slides demonstrating the principles of the engine and examples of experimental machines, as well aa giving those present anlopportunity for inspecting the construction and working of the thermo-dynamic pile, which constitutes the basic feature of this new prime-mover. In brief, the principle involved eonaists in a uniflow passage of water through a thermo-dynamic pile. The liquid operates in a closed circuit and, in its passage from the cold end of the pile to• the hot end, its temperature is raised from that of the atmosphere to about 675 degrees F. This very rapid rise of temperature is made Possible only by the employment of a large number of laminre in the pile, splitting the water up into fine films-and enabling the high temperature to be imparted to the water in the course of a short travel. Under the influence of such a great heat the water naturally expands rapidly. This expansion is employed to force outwards the piston in the engine cylinder, thereby turning heat into work. Continuing the cycle, the hot fluid, after -its expansion, is rapidly cooled, thereby causing contraction. The continuity of this system ensures a succession of power impulses upon the piston of the engine. From the Taper and the data given by the author it was apparent that the new system has considerable promise for employment in marine and stationary plants. With a 20 per cent. overall efficiency, the weight of the plant works out at about 330 lb. per in dicated horse-power. For locomotive work, with an efficiency of about 12 per cent., the weight would be in the neighbourhood of 110 lb. per i.h.p. From these figures it will be realized that, to produce a power unit on the Malone system, suitable for use in a road •vehicle; would involve, at the present stage, the employment of considerable weight or a rather low efficiency. Ultimately, when commercial development has taken place, it is highly probable that more may be heard . of this system. At the present moment it possesses marked technical interest and its future will be watched by all who are connected with transport.