Abstract: The invention that is described in this document is about a special kind of cars [or vehicles, in a more general

way] that their lateral-wheel-base [in acronym: LWB] is changeable in a controllable way and in a continuous way. Definition: the lateral wheel base of a vehicle is the distance between the center of the right wheel [or wheels] to the center of the left wheel [or wheels]. In this special kind of cars the chassis of the cars [i.e. the part of the car in which the passengers sit] is specially narrow [compared to standard cars], i.e. the width of the chassis can be as narrow as about the width of an ordinary seat of a standard car but the LWB is changeable, that is to say that the LWB can be expanded from this width [i.e. the width of the narrow chassis] to about the width of standard cars and even more, And then the LWB can be contracted back to the width of the narrow chassis where the expansion and the contraction of the LWB are done in a controllable way and in a continuous way. The LWB can be changed during the driving of the car according to the changing forces and conditions that act on the car, and the LWB is changed in such a particular way so that it will always provide the right adequate lateral support to the car, so that the car will never be turned over by the different forces and conditions that act on it and especially by the centrifugal force that act on the car while the car turns to the left or to the right. As it can be seen in the following figure:

The LWB is changed by changing the distance of the right wheels and of the left wheels from the right side and from the left side of the chassis by appropriate designated mechanical moving arms [that will be described later on in greater details] - And in the preferred embodiments of this invention the changing of the LWB is done simultaneously, and in a symmetrical way, from both sides of the car. The huge advantages that exist in this kind of narrow cars that have changeable LWB is in that that when the LWB is contracted to its minimum then the car as a whole has a very narrow overall width, so it will not be jammed in traffic jams like ordinary cars, but rather it could slip and pass through the jams almost like a motorcycle, that is to say, between the columns of the jammed cars or from the outside, on the shoulders of the road, But, on the other hand, this kind of cars is not unsafe, unstable and uncomfortable to use like a motorcycle, since it has a rigid chassis that surrounds and protects the passengers of the car [from car accidents as well as from the surrounding atmosphere], and also, the car has a stable base of four wheels just like standard cars have. And more: the cars of this kind consume less energy per given distance driven in their daily operation and they are also cheaper in their maintenance and that is simply because they are smaller and lighter than ordinary cars. The changing of the LWB can be done mainly by two types of the designated mechanical moving arms [where each single arm connects one single wheel to the chassis of the car]: Type A: by mechanical moving arms that move in a lateral way [that is to say that the direction of the movement of these arms is always horizontal and perpendicular to the longitudinal axis of the chassis of the car]. In this case each mechanical moving arm can move back and forth in respect to a designated guiding rail [or track] that is rigidly connected to the chassis. In this case, of course, a substantial section of each mechanical moving arm always remains connected to and constrained by this designated guiding rail [or track] so that it will not be detached from the car. Hence, in this case, when a certain mechanical moving arm expands then the wheel that is connected to this arm goes away from the side of the chassis, causing the LWB to expand as well. And when the mechanical moving arm converges then the wheel approaches the side of the chassis, causing the LWB to contract. This kind of mechanical moving arms will be presented and described in much more greater details later on in this document. Type B: by fixed-length mechanical moving arms that can rotate, in the horizontal plane, about axes that are fixed at the sides of the chassis and by that causing the wheels, that are connected to the free edges of the arms, to change their distance from the chassis. In this case, of course, there is a secondary mechanical mechanism that is responsible to keep the wheel in the desired direction, so that the wheels will not lose their direction because of the rotation of the mechanical moving arms. This latter mechanism can also be used for steering. This type of mechanical moving arms is described in the following figure:

In the preferred embodiments of these cars the mechanical moving arms are solely from the first mentioned type.

a.

Controlling the LWB

The control over the changes in the LWB can be made mainly in two fashions: Fashion A: manual control. In this way the driver of the car has the option to manually control the LWB [by a designated electronic control device that is at the reach of the driver`s hand], and in this case, of course, the maximum speed of the car is limited and controlled by the car`s electronic control system [in acronym: CECS] in accordance to the LWB that was chosen by the driver and also in accordance to all the other driving-data of the car, so that all in all the LWB will always provide, in any scenario, the required lateral support for the car. Fashion B: automatic control. In this way the CECS automatically controls the LWB so that it will always provide the required lateral support for the car, in accordance to the speed of the car and also in accordance to all the other driving-data of the car. A single car can have the manual control system and also the automatic control system, and the driver can switch, manually, from one control system to the other. In both cases the CECS is programmed to make its decisions to be based upon appropriate designated mathematical formulas and equations that represent and describe the dynamics of the car and of course, all the driving-data of the car is fed into these equations and formulas. A safety factor is, of course, also introduced into these formulas and equations. The driving-data of the car can include, for example, the following data: a. b. c. d. e. f. g. h. The speed of the car. The different weights of the car, the passengers and the luggage. The locations of the different weights of the car, the passengers and the luggage. The rate of the turning of the car [to the left or to the right]. The angles of the longitudinal and lateral axis of the car in respect to the horizon. The forces that act on the suspension system of each wheel. The centrifugal force that acts on the car. The rate in which all of the above mentioned possible driving-data is changing.

And, of course, there can be many more different and various types of driving-data that could be fed into the CECS. The various driving-data of the car can be obtained by using appropriate designated sensors, such as, for example: a. b. A gyroscope to measure the angular state and the angular acceleration of the car. A speedometer to measure the acceleration and the speed of the car.

c. A set of piezoelectric crystals - to measure the different weights of the car, the passengers and their luggage, and also to measure the different forces that act on the car, such as, for example, the centrifugal force d. A set of spirit-levels - to measure the angles of the longitudinal and the lateral axis of the car in respect to the horizon. And, of course, any other type or sort of sensor is applicable in order to provide the required driving-data of the car.

b.

The steering system f the car:

In the discussed invention each single wheel [of the four wheels that creates the LWB] is connected to its mechanical moving arm by means of a designated hinge that allows it to be steerable [i.e. each wheel can be turned, from a top view, to the right (clock-wise) or to the left (counter-clock-wise)]. The steering of each wheel is made possible by a designated set of an electric motor, a gear box and a short rod i.e. there is a single designated set of these components for each wheel. And in the new invention each wheel can be steered in order to make the car turn [just like in ordinary cars], and also in order to create the necessary changes in the LWB, That is to say that in order to expand the LWB the four wheels are steered outwards [i.e. the right wheels are turned to the right, and the left wheels are turned to the left] so that in this way the wheels them self will "pull", as the car advances, the mechanical moving arm outwards to expand the LWB, as it can be seen in the following figure:

Front of the car

This figure shows the positioning of the wheels that is necessary in order to expand the LWB in a certain rate: all the wheels are turned outwards by one step

And in order to contract the LWB the wheels are steered inwards [i.e. the right wheels are turned to the left, and the left wheels are turned to the right] so that in this way the wheels them self will "push" the mechanical moving arm inwards to contract the LWB.

Front of the car

This figure shows the positioning of the wheels that is necessary in order to contract the LWB in a certain rate: all the wheels are turned inwards by one step.

[In this way, by using the wheels them self to expand or to contract the LWB, the electric motors that move the mechanical moving arms do not need no more to overcome the friction force between the tires and the road (that is created by the lateral movement of the tires in respect to the road), and that is simply because that by turning the wheels in exactly the right angle the wheels them self "drives" the mechanical moving arms into expansion or contraction so that all the electric motors of the mechanical moving arms now have to do is just to bring the mechanical moving arms to their right and exact locations, and to restrain them in these exact locations.] In the new invention all the steering features are performed by the CECS that is to say that when the driver turns the steering wheel to either direction then this command is delivered to the CECS, and it is the CECS that delivers this command to the electronic motors that are responsible for the steering of the wheels, And also, when it is necessary to turn the wheels outward or inwards [in order to expand or to contract the LWB] then, again, it is the CECS that delivers the necessary command to the four electric motors that are responsible for the steering of the four wheels in order to control the LWB. And when there is a steering command by the driver while the LWB should be changed [or vice versa] then a simple linear superposition process between these two commands is made by the CECS, as it can be seen in the following figures.

Front of the car

This figure shows the positioning of the wheels in a right turn the front wheels are turned to the right by two steps. And the rear wheels are turned to the left by two steps.

Front of the car

This figure shows the positioning of the wheels that is necessary in order to create a linear superposition between a right steering command and a LWBexpansion command: the front wheels are turned to the right by two steps and outwards by one step, and the left wheels are turned to the left by two steps and outwards by one step

Front of the car

This figure shows the positioning of the wheels that is necessary in order to create a linear superposition between a right steering command and a LWBcontraction command: the front wheels are turned to the right by two steps and inwards by one step, and the left wheels are turned to the left by two steps and inwards by one step

It is to be mentioned that, of course, the direction-steering [i.e. not the LWB-steering] of the car can be made by turning the front set of wheels alone, or by turning the rear set of wheels alone, or by turning both the front and the rear sets of wheels simultaneously [in opposite directions, of course] In the case of an extreme steering command that is made by the driver1 [i.e. a steering command that produces a centrifugal force that can`t be met by an ordinary expansion-rate of the LWB], the CECS can actuate dramatically the brakes of the car in order to reduce the speed of the car [in order to reduce the centrifugal force], And also in this case, the CECS can turn the four wheels dramatically outwards, in order to expand the LWB in a split of a second so that a lateral support would be created in a split of a second. As it can be seen in the following figure:

This extreme steering command can be detected by the acceleration of the steering wheel.

Front of the car

This figure shows the positioning of the wheels that is necessary in order to create an expansion of the LWB in a split of a second all the wheels are turned outwards by four steps.

And also in this case, when the CECS realizes that the car is about to be overturn by the driver`s extreme steering command, the CECS can pause, or at least limit to some degree, this extreme steering command until a sufficient LWB is created. this option might be the preferred option, although that the steering request of the driver will not be fulfilled [i.e. the car will not be fully diverted from its course, so that a collision or an accident might not be prevented] and that is because that: a. if the car will be turned over then the steering request of the driver will not be fulfilled anyway. b. in this case there is a chance that the car will remain stable and steerable so that the steering request of the driver will be fulfilled a split of a second later, when the LWB will be expanded sufficiently. And even furthermore, in this kind of extreme case, designated flaps [or winglets] can be used - i.e. these flaps [or winglets] are normally stored within the internal volume that is encapsulated by the chassis of the car, but when an emergency moment of possible lateral instability occurs then these flaps emerges instantly laterally out of the sides of the chassis in order to create a negative-lift force that will act on them and will be transferred to the chassis - and this negative-lift force has two positive actions: a. It will prevent the car from overturning, and that is by creating a moment that will oppose the moment that is created by the centrifugal force [that is responsible for the overturning of the car] b. It will push, in greater force, the tires of the car to the road and by doing so the action of the brakes will be more efficient, so that the car will lose its speed faster, causing the centrifugal force to fade faster as well. As it all can be seen in the following figures:

The mechanism that operates the winglets can resemble the mechanism of the air bags that is to say that the winglets have a designated hollow shaft within them, and the winglets are assembled on a guiding shaft, where their designated hollow shaft overlaps the guiding shaft, and whenever the CECS finds it necessary to expand the winglets then an apparatus that creates large amounts of gas within a split of a second [like the apparatus that is used in the air bags system] is actuated by the CECS, and the gas that is released pushes the winglets along the length of the guiding shaft, so that the winglets exit the outer surface of the car, laterally, to create a negative lift force. Of course, appropriate designated gaskets are used in order to prevent the gas pressure from escaping the system and to maintain the winglets at their desired locations The winglets can have aerodynamic profiles to create the negative lift force. The winglets can have an additional designated little flap that is located exactly at their tip and is positioned perpendicular to the surface of the winglet, and that is in order to reduce the tip-of-the-wing-vortexes that are always created. As it is well known. The following figure presents the different elements of the winglets:

Front view

Top view

This figure shows the elements of the winglets before the system has been actuated. Closed position.

The following figure shows the elements of the winglets after the system has been actuated. Opened position.

Front view

Top view

In addition to all that was said above about the winglets, a series of winglets can also be placed in a lateral way within the floor of the chassis of the car [or in the ceiling of the car], in order to be deployed in an emergency downwards, beneath the bottom of the car [or upwards, when the winglets are stored in the ceiling of the car] to create, again, negative lift force that will pull the car downwards, as it was mentioned above. The deployment of the series of the winglets at an emergency is done by a series of appropriate designated mechanical arms that rotate about their axis, and the actuation of these mechanical arm can be in a similar way to the above mentioned actuation process, i.e. by releasing large amounts of gas at a split of a second, in order to create the necessary pressure that will actuate the mechanical arms. The following figure will describe this idea [the top section shows the series of winglets as they are stored within the floor of the chassis, and the lower section shows the series of the winglets when they are deployed, beneath the floor of the car, creating negative lift force] :

In addition, the winglets [at any deployment option] can also be rotated about their longitudinal axis in order to create even a bigger negative lift force but , in this case, it is to be mentioned that a much bigger drag force is created as well, and the influence of this

bigger drag force should be taken into account in the equations of the moments that act on the vehicle. As it can be seen in the following figure.

This figure shows the winglets after they have been rotated about their longitudinal axis thus creating much bigger negative lift force.

c.

The propulsion of the car:

The propulsion of the car in the new invention can be by any kind of motors i.e. internal-combustion motors, turbine motors, electric motors, and so forth In the preferred embodiments of the new invention the propulsion is made solely by electric motors. And that is because that electric motors are simpler and cheaper to design and manufacture, and they require a lot less auxiliary-elements [such as, for example, water and oil pumps and pipelines, radiators, exhaust pipes Etc.] And even more important: the electric motor is the preferred motor simply because it is controllable in a much more exact and reliable way that is to say that it responds in greater compatibility to the commands that it receives from its electronic control system, compared to any sort of fuel engines. So now, after all that has been said above in this section, it is clear that a single car can be driven by two electric motors when it is a two-wheel drive car [or by four electric motors when it is a four wheel drive car] where all of these motors are electronically controlled by the CECS, So that in this configuration the quite heavy and complex differential component, that exist in fuel-engine powered cars, can be totally dismissed since the CECS can easily serve also as an electronic differential. The car in the new invention can be a front-wheel-drive car or a rear-wheel-drive car or an all-wheel-drive car [also known as 4*4 drive] but, of course, for stability reasons, it is preferred that the car will not be a rear-wheel-drive car. In addition to all that has been said above in this section, the propulsion of the car in the new invention can be made by a designated fixed fifth wheel that is dedicated solely to this purpose i.e. this designated fifth wheel is located exactly on the longitudinal axis of the car, in the front or in the rear, and it does not take part in the steering process at all, So that, in this way, the propulsion system is totally separated from all the other systems of the car [i.e. the LWB`s changing system and the steering system] hence, in this way things are much more easier to design and to manufacture. Of course, if the fixed propulsion wheel is located at the front then the direction-steering should be done solely by the rear wheels and vice versa. The fifth wheel should have a suspension system like all the other wheels. The following figure describes a car that has a fifth wheel for propulsion:

This figure shows a car that has a fifth wheel at the back. The other four wheels are positioned to make a right turn, and also to expand the LWB: the front wheels are turned to the right by two steps and outwards by one step. And the back wheels are turned outwards by one step.

d.

Different auxiliaries and points:

The wheels of the car, as well as the mechanical moving arms and all the different elements that are connected to these arms, can have appropriate designated aerodynamic covers, in order to reduce the aerodynamic drag force. On these aerodynamic covers all the required, lamps, lights, signaling lights and light reflectors can be installed, in order to meet the requirements of the law [all of these elements can be installed, as well, on the fixed cover of the chassis, of course]. As it can be seen in the following figure:

And in addition, there can be additional aerodynamic covers which are designated to preserve the smooth and complete overall aerodynamic shape of the car when the wheels expand out of their places in order to expand the LWB that is to say that when the wheels expand then these designated aerodynamic covers emerges out from their storage places in order that their outer surfaces will fill the gaps in the car`s overall aerodynamic shape that were created when the wheels expanded, and that is done in such a particular way that the outer surfaces of these covers will merge, as much as possible, with the overall aerodynamic shape of the car, as it can be seen in the following figure:

This figure shows the additional aerodynamic cover. Top: the additional cover is stored at its place when the LWB is contracted. Middle: the additional cover completes the overall aerodynamic shape of the car when the LWB expands. Down: the LWB expands furthermore, yet the additional cover stays in its place.

When the LWB is changing a designated light-signals-bulbs can be actuated, in order to inform the driver of the car, as well as the other drivers on the road, that the LWB is changing. These light-signals-bulbs can be placed at any location of the car. One possible preferred location for these bulbs can be on the aerodynamic covers of the wheels. And in addition to that, an appropriate audio-alert for the driver can be sounded when the LWB is changing. It is preferred that the driver will have, as much as possible, eye contact with the front wheels, so that the driver will be aware, as much as possible, to the changing width of the car. This goal can be achieved by designing the car to have large side windows for the driver, Etc. The car in the new invention can have all the regular auxiliaries systems that exist in ordinary standard cars for example, an ABS system, an audio system, an air-bag system, an air conditioning system, and so forth. The car could be designed to have several general uses that is to say that the car could be design to ride mainly on paved road [such as the most common family cars], or to be able to ride also on rough terrains, or to be an executive car and so forth and so forth. The chassis of the car and all the other components of the car can be made from any kind of rigid material, such as, for example, metal, plastic, fiber-glass compositions, and so forth.

e.

The features and the functions of the CECS

The primary goal of the CECS is to control the speed of the car, or the LWB of the car, or both, so that in any situation the LWB of the car will always provide the sufficient lateral support for the car, so that, in any scenario, the car will never turnover and this control is done in accordance to all the driving-data of the car and its technical specifications. The main parameters that should be taken into the computations that are made by the CECS are: 1. The magnitude of the centrifugal force that act on the car and its rate of changing. 2. The current LWB, and the right adequate LWB that is needed in order to provide sufficient lateral support for the current centrifugal force and for the predicted centrifugal force. 3. The current magnitudes of the forces that are being applied by the car on each one of the two suspension systems of the inner wheels2 [and also the rate in which this magnitudes are changing] this data is required because that a car is likely to turnover a split of a second after these magnitudes reached a value of zero. 4. The total mass of the car, the passengers and the luggage. 5. The exact spatial location of the point of the center of gravity [c.g.] of the car. And of course that numerous other driving-data can be used by the CECS. It is to be mentioned that the different weights of the car [i.e. the weight of the car itself, the weight of the passengers and the weight of the luggage], as well as the exact locations of these weights, have a crucial influence on the dynamics of the car, and since the weights of the passengers and the weights of the luggage can change from drive to drive then the piezoelectric crystals [or any other sort of device that can measure weights] should be placed in the right adequate locations so that they could measure these different weights as well as their exact locations, That is to say that the piezoelectric crystals shouldn`t just be placed in the suspension system of each wheel, to measure the weight that each wheel carries, and by that to calculate the overall weight of the car [including the weight of the passengers and the weight of the luggage] at each drive, But, rather, a set of piezoelectric crystals should be placed in the suspension systems of the wheels, to measure the total weight of the car that is carried by the wheels, and also under each passenger`s seat, and under each surface that carries the weight of the legs of the passengers, and also under each luggage`s compartment, or under any other place in the car that might carry weights and that is in order to measure not only the total weight of the car but also the exact locations of the different weights that are placed inside the car.

An inner wheel is the wheel that is closer to the center of the turn i.e. when the car turns to the left then the inner wheels are the left wheels, and when the car turns to the right then the right wheels are the inner wheels.

It is to be mentioned that the measurements that are taken by the piezoelectric-crystals should be modified in accordance to the state of the three axes of the car [i.e. the lateral and the longitudinal and the vertical axes of the car] in respect to the horizon, Or, in another option, piezoelectric crystal should not be placed only in a vertical fashion, to weight the weights only vertically, but rather also in a horizontal fashion, to measure the weights in the two horizontal directions as well [weights that will be created when the car will be inclined to any direction]. The c.g. point of each passenger can be determined based on an anatomy of an average body, with, of course, a safety factor. The c.g. point of each luggage can be determined to be at the half height of the luggage compartment, with, of course, a safety factor. In case that the weights change during the drive of the car [when, for instance, a passenger puts his hand on the door of the car, or that an apple or a book is taken out of a suit case, during the ride] then the highest record of weight [for this element] during this particular ride is taken into account. And only after all of these stages, only after obtaining all the different weights as well as their exact locations, this data has to be taken into account in order to determine the exact spatial location of the overall point of the center of gravity of the car. The exact angle in which the wheels should be turned outwards or inwards [in order to change the LWB] is computed by the CECS in accordance to all the different driving-data of the car and its technical specifications and especially, in accordance with the outer diameters of the wheels of the car, the velocity and the acceleration of the car, the centrifugal force and its rate of changing, and so forth. As it was mentioned before, another responsibility of the CECS is to actuate the winglets whenever the CECS detects that there is a case of emergency. All the formulas and the equations that the CECS bases its decisions on and acts upon are all of the well known formulas and equations that are used in order to describe and to control the movements and the dynamics of moving dynamic bodies, by those who are skilled in this field [such as aerospace engineers, mechanical engineers and so forth].

f.

Description of one possible preferred embodiment of the car in the new invention

The following paragraphs will describe one possible preferred embodiment of the new invention. We will start with a specified description of the mechanical moving arm: As it can be seen in the following figure, the whole mechanism of the mechanical moving arm is comprised from several elements [that are specified in the figure], The mechanical moving arm has two sections, a lateral section [which is parallel to the lateral axis of the car] and a longitudinal section [which is parallel to the longitudinal axis of the car]. The lateral section is located between two lateral guiding rails [an upper one and a lower one and both rails are rigidly connected to the chassis of the car], and the lateral section can slide laterally, quite without friction, along the length of these two guiding rails by means of a set of guiding bearings that are connected to it along its length. There is a designated electric motor that is connected to the lateral section, and this motor is responsible for the lateral movement of the lateral section and that is by a designated gear-wheel that is connected to the shaft of this motor, and when this gearwheel rotates to either direction then its teeth, that are combined with the teeth of a designated strip of mechanical teeth [that is rigidly fixed to the chassis of the car], can push the lateral section to either direction. A designated "double wishbone" suspension system [or any other kind of suspension system] is connected to the longitudinal section of the mechanical moving arm, and the wheel of the car is connected to the other side of the suspension system. The driving motor of the wheel, as well as the gear-box of the wheel, are connected to the longitudinal section, and a designated driving-shaft transfers the power from the gearbox to the wheel. The designated motor for the steering of the wheel is also connected to the longitudinal section. So that, all in all, when the lateral section moves to either side in respect to the guiding rails [that are rigidly connected to the chassis of the car], then all of the above mentioned components moves together with it - And this is how the LWB can be controlled and changed.

A top view of a mechanical moving arm

The spring and the spring`s restrainer [which are not shown in this figure for clarity reason] can be connected, in an inclined fashion, to the suspension arm and to the longitudinal section of the mechanical moving arm. Both sections of the mechanical moving arm can be whole [that is to say that they won`t have any gaps and spaces within them] or, more preferably, in order to reduce their weight, they can be made in such a particular way that they will withstand all the forces that will be applied on them, but they will have the minimum mass required for that, and that can be achieved, of course, by intelligent design. The two arms of the suspension system have the appropriate shape to allow the up and down movements of the wheel and the suspension arms, without colliding with the other components of the system. In a little more intricate embodiment, the driving motor element and the gear-box element are rigidly connected to the part of the suspension system through which the hinge of the wheel goes through so that, in this way the motor and the gear box will turn together with the wheel and will also move up and down together with the wheel as well and in respect to that it should be mentioned that there exist quite powerful electric motors that have quite small dimensions [i.e. motors that have an output of about 30 kW, but yet they can be held easily in one hand] such as, for example, the electric motor that is used in the "active-wheel" system of Michelin, and the like. The advantage in this embodiment is in that that in this way the drive shaft that connects the gear box to the wheel does not have to have any hinges in it [since the gear box always

moves together with the wheel] so that energy losses, that always exist at hinges, are avoided. The following figure will describe all the above mentioned elements from a front view:

The following figure shows a side cross section of the lateral arm together with the electric motor [together with its gear-wheel] that moves the lateral arm in respect to the strip of mechanical teeth, and together with the guiding bearing when they are overlapping the guiding rails

It is to be mentioned that while the car turns the chassis, with the passengers that are in it [which makes up most of the car`s mass], has the tendency to pull itself away from the inner wheels [and their mechanical moving arm], and also to push itself into the outer wheels [and their mechanical moving arm] and in order to prevent any unwanted movement of the car in respect to either wheel then the electric motors that are responsible for the movement of the mechanical moving arms should be quite powerful, and also, in addition, mechanical brakes can be used in order to temporary look the mechanical moving arms in their right places whenever there is no command from the CECS to change the LWB.

The opposite mechanical moving arm is actually a mirror image of the first arm, as it can be seen in the following figure:

10 cm

40 cm

90 cm

A set of two mechanical moving arms. In the preferred embodiment the width of the car can be about 90 centimeters [cm]. the diameter of the wheels can be about 40 cm. and the width of the wheels can be about 10 cm.

The following figures presents the possible widths that this kind of mechanical moving arms can expand to:

130 cm

180 cm. About the width of a family car.

210 cm

210 cm. more than the width of a standard family car.

It is to be mentioned that the above mentioned mechanical moving arm can be guided by four guiding rails instead of just two guiding rail and that, of course, will add to the stability of the sliding of the mechanical moving arm along the guiding rails. As it can be seen in the following figure:

Additional guiding rails for the lower mechanical moving arm

Additional guiding rails for the upper mechanical moving arm

This figure shows a top view of mechanical moving arms that are supported and guided by four [instead of just two] guiding rails. The additional guiding rails are located at the end of the longitudinal section of each mechanical moving arm. Each mechanical moving arm has designated curves in it [at the appropriate locations, at the area of the additional guiding rails of the opposite mechanical moving arm] that allow it to move freely to the right and to the left without touching the additional guiding rails of the opposite mechanical moving arm.

The following paragraphs will give the description and the dimensions of one possible preferred embodiment of the car: The car in the presented preferred embodiment is a single seated car that has a four wheel drive, so it uses the above described pair of mechanical moving arms for the front wheels as well as for the rear wheels. And it has no fifth wheel. The presented preferred embodiment is especially short in its length only 1.7 meters long so that it could be parked within the width of standard cars that park along the sides of the road. The above mentioned width of 90 cm for the car leaves the driver approximately the same space as if he was driving a standard ordinary car [i.e. the space that the driver has when driving a family car, that usually has the width of approximately 1.7 meters] The height of the car is 130 cm approximately the average height of family cars. The following figures will describe the overall outer shape of the car in the preferred embodiment together with the above mentioned dimensions: Side view:

Top view:

Top view with expanded lateral wheel base [the mechanism of the mechanical moving arms is not shown for clarity reasons]:

Front view:

Rear view:

And, of course, there can be numerous different additional possible preferred embodiments of this new invention and to specify some: A two-seat model, where the seats are arranged one after the other. A model with three, four, and even five seats where the seats are arranged one after the other. At any model there can be the addition of a luggage compartment. At any model, any passenger seat [beside, of course, the seat of the driver] can be replaced, manually, by the user into two mini-seats for children. Where, of course, an additional safety-belt is supplied, So that in this way a two seat model can serve a parent and two children, and a four seat model can serve a family, two parents and four children. And so forth and so forth It is to be mention, in respect to all that has been said above, that all of the descriptions of all of the different mechanical and/or physical devices and apparatuses that are mentioned in this document are only examples of possible configurations - And they do not, by no means, limit the scope of this invention, as numerous different configurations of these devices and apparatuses, that perform the principles of this invention, are easily possible.