Braking system for a non-motorised vehicle

Abstract

The invention relates to a braking system for a non-motorised vehicle, comprising: a main body comprising a main body plane; a sliding device comprising a guided sliding body; a first and a second joint, wherein each joint comprises a first arm and a second arm, and wherein the first arm is connected on one side to the main body so as to be pivotable parallel to the main body plane and is connected on the other side to the second arm so as to be pivotable parallel to the main body plane, and the second arm is connected on one side to the sliding body so as to be pivotable parallel to the main body plane and is connected on the other side to the first arm so as to be pivotable parallel to the main body plane; a first roller which is mounted so as to be rotatable about a first roller axle lying in the main body plane; and a second roller which is mounted so as to be rotatable about a second roller axle lying in the main body plane, wherein the first roller axle is connected to the first arm of the first joint and the second roller axle is connected to the first arm of the second joint, and wherein the roller axles can be pivoted at least approximately symmetrically with respect to one another by a sliding movement of the sliding body between a freewheeling position and a braking position.

Description

[0001] Braking system for a non-motorized vehicle

[0002] The invention relates to a braking system for a non-motorized vehicle and a non-motorized vehicle comprising the braking system according to the invention.

[0003] Braking systems play a crucial role in the safety and control of non-motorized vehicles such as longboards and skateboards. In these vehicles, which are propelled by the rider's powerful movement or by utilizing gravity, braking functionality becomes particularly important. An effective brake not only enables precise speed control but also safe maneuvering and stopping, especially in unexpected situations and on steep slopes.

[0004] Traditionally, various braking systems have been incorporated into longboards and skateboards, each with specific advantages and disadvantages. From friction brakes to disc brakes to manual methods like foot braking, braking systems have evolved over time to meet the diverse needs of riders.

[0005] Despite these advances, braking systems in non-motorized vehicles face several challenges, including limited space for braking components, adaptation to varying speeds and weather conditions, and the wear and tear of wear parts. In this dynamic environment, continuous innovation and optimization of braking systems is critical to improving safety, performance, and reliability for drivers of all experience levels.

[0006] WO 2013170295 A1 discloses a braking system for a longboard. The braking system uses a disc brake to slow down or stop the longboard. However, it has been found that this design has poor braking effectiveness due to limited space and the required smaller brake disc compared to the wheels. Particularly at higher speeds, beyond the usual 20-30 km / h, the conventional disc brake proves insufficient to ensure reliable deceleration. This is due not only to the limited size of the brake disc, but also to the high load to which it is subjected by the rotational speed of the longboard wheels. In addition, the heat generated by braking leads to a drop in braking performance, which further compromises safety and effectiveness.Another disadvantage of a disc brake system is that the brake disc is a wearing part. This design requires time-consuming replacement of the brake disc because it is subject to considerable wear. Another disadvantage is the impaired performance of the brake disc in wet conditions. In rainy weather or on damp surfaces, the conventional disc brake proves to be less effective. This results from the direct exposure of the brake disc to moisture that hits the surface while driving. A wet brake disc leads to a reduced coefficient of friction between the brake pads and the disc, which further reduces braking effectiveness. In addition, the wetness can cause a temporary loss of braking performance until the brake disc dries out through friction and heating.This behavior not only compromises the driver's safety but also impairs the overall effectiveness of the braking system. Another disadvantage of a disc brake is that, even if it can generate the force needed to bring the wheel to a stop, the wheel develops a flat spot, also known as brake plates. A wheel with a flat spot must be replaced because it causes severe vibrations while driving, making the vehicle difficult to handle.

[0007] The present invention aims to overcome these existing deficiencies and to provide a braking device for non-motorized vehicles that improves both braking efficiency and durability, even under conditions of high speeds and loads, and to improve braking performance in wet conditions and ensure consistent functionality in different environments.

[0008] The invention relates to a braking system for a non-motorized vehicle, comprising a main body with a main body plane. The braking system further comprises a sliding device with a guided sliding body, a first joint and a second joint, each joint comprising a first arm and a second arm. The first arm of each joint is, on the one hand, pivotally connected to the main body parallel to the main body plane and, on the other hand, pivotally connected to the second arm parallel to the main body plane. The second arm of each joint is, on the one hand, pivotally connected to the sliding body parallel to the main body plane and, on the other hand, pivotally connected to the first arm parallel to the main body plane.The braking system according to the invention further comprises a first roller which is mounted so as to be rotatable about a first roller axis lying in the main body plane, and a second roller which is mounted so as to be rotatable about a second roller axis lying in the main body plane, the first roller axis being connected to the first arm of the first joint and the second roller axis being connected to the first arm of the second joint, the roller axes being able to be pivoted at least approximately symmetrically to one another between a free-running position and a braking position by a sliding movement of the sliding body.

[0009] In the context of the invention, the term «freewheel position» is defined as a position of the sliding body in which the roller axes connected to the sliding body and pivotably mounted are oriented substantially at right angles to the direction of travel, so that no braking effect is achieved.

[0010] The term "at least approximately symmetrical in relation to one another" refers to an orientation of the roller axes in the freewheeling position and the braking position, in which the rollers can also be oriented slightly asymmetrically with a deviation of up to 5° to one another. This means that the first roller axis can be pivoted by 40° and the second roller axis by 35 - 45°, for example. The braking system according to the invention has the advantage that the at least approximately symmetrical pivoting of the rollers ensures reliable and effective deceleration, even at high speeds, regardless of the driving conditions. The strong braking effect gives drivers full control over their speed, even on steep descents or challenging terrain. In the braking system according to the invention, the braking effect is achieved through even wear of the rollers, which prevents the formation of a flat spot.Although the rollers are intended as wearing parts, they do not have to be replaced after every emergency stop. The braking system according to the invention therefore has the advantage that the parts worn out during braking are easy to replace, easily accessible and cost-effective. Furthermore, the braking system according to the invention requires little maintenance, as the wearing parts are easily accessible and the braking system does not comprise any complicated, maintenance-intensive mechanics. A further advantage of the braking system according to the invention is its configurability to the distance to be covered. For example, the braking effect can be changed by choosing the roller material, making the system particularly flexible and adaptable to individual needs. Overall, this braking system offers a unique combination of performance, cost-effectiveness and adaptability.

[0011] Preferably, the roller axes can be pivoted symmetrically to one another by a sliding movement of the sliding body between a free-running position and a braking position.

[0012] In a preferred embodiment, the roller axes of the braking system pivot in the direction of travel. In the freewheeling position, the rollers are oriented essentially perpendicular to the direction of travel, so that no additional rolling resistance is generated. From this freewheeling position, the rollers can now pivot either in the direction of travel, i.e. forwards, or against the direction of travel, i.e. backwards. When the rollers pivot forwards, the two roller axes form a "V" oriented in the direction of travel. When the rollers pivot backwards, i.e. against the direction of travel, they form a "plow" similar to the braking technique used in skiing. Both pivoting positions have a braking effect because the rolling resistance of the rollers is increased, which leads to wear on the rollers.The swivel position in the direction of travel into the braking position is preferred, since from this the rollers swivel back into the free-running position independently without external influence by following the path of least resistance if no further external force acts on them.

[0013] In a preferred embodiment, the sliding movement is a pushing movement and the sliding body is a pushing body. In an alternative preferred embodiment, the sliding movement is a pulling movement and the sliding body is a pulling body.

[0014] In a preferred embodiment, the sliding movement of the sliding body is a manual sliding movement. For the purposes of the invention, a manual sliding movement is understood to mean a sliding movement that is not motorized. Since the braking system is intended to be installed in non-motorized vehicles, a separate motor would have to be installed for a motorized activation of the braking system. Due to the often limited space in such vehicles, a manual, i.e., non-motorized activation of the braking system is preferred.

[0015] The braking system preferably comprises a linear guide which is connected to the main body and on which the sliding body is guided. Alternatively, the sliding body could also be guided on a rack. Both embodiments have the advantage of being cost-effective and low-maintenance. Alternatively, the sliding body could also be moved by means of a pneumatic or hydraulic system. Both embodiments have the advantage that the sliding body can be guided in a more controlled manner, thus allowing the braking effect to be better dosed and applied more precisely.

[0016] The braking system preferably further comprises a traction cable which is particularly preferably connected to the sliding body via a transmission, wherein the sliding body can be moved from the free-running position into the braking position with the traction cable. The transmission-controlled traction cable allows the braking effect to be ideally regulated without the braking system losing its compact design. The preferred braking system comprises purely mechanical components and the braking effect is also regulated mechanically or manually by the driver. Such a design saves space and production costs compared to an electrically regulated braking system. Alternatively, the traction cable can be replaced by a lever which controls the pivoting of the rollers. Depending on the attachment point of the traction cable, this can pull the sliding body either as a pushing body or as a pulling body.In a preferred embodiment, the braking system further comprises a frame which encloses the guided sliding body, wherein the sliding body comprises a locking device which, in a locking position, releasably fixes the sliding body in the free-wheeling position in the frame. Alternatively, the frame can also be part of the main body. The locking device prevents the sliding body from pivoting the rollers as long as the sliding body is in the locking position. The advantage of the locking device is that the rollers do not inadvertently pivot from the free-wheeling position into the braking position, for example when driving over an uneven surface. This allows the driver to concentrate on the route ahead and does not have to expect the rollers to pivot into the braking position on an uneven surface, potentially causing them to lose control of their vehicle due to the sudden braking effect.

[0017] Preferably, the braking system comprises a frame which encloses the guided sliding body and a securing device which, in a fixing position, releasably fixes the sliding body in the freewheel position in the frame.

[0018] Particularly preferably, the securing device comprises at least one securing arm with a bolt and a nose. The securing arm is pivotally mounted on a pivot joint, wherein the nose engages in an undercut of the sliding body in the fixing position. The securing device preferably further comprises a sliding foot and a sliding foot pull cable attached to the sliding foot. The securing arm is preferably pre-tensioned on the pivot joint by means of a torsion spring in the fixing position. The preferred securing device has the advantage that it functions very reliably and requires particularly low maintenance.

[0019] In an alternative securing device, this preferably comprises at least one gripper that engages the frame in the locking position. Alternatively to the gripper, the securing device could also have a spring-loaded pin that engages in a hole, a stop wedge, or an asymmetrical gear that secures the securing device.

[0020] The gripper has the advantage over the alternative designs mentioned that it is a simple mechanical component that requires little maintenance and functions reliably.

[0021] In a preferred embodiment, the gripper of the safety device engages in a recess in the frame or the main body. Engaging in a recess increases the reliability of the safety device and prevents accidental activation of the braking system.

[0022] Preferably, the gripper is pre-tensioned in the locking position by means of a gripper tension spring. The advantage of the pre-tensioned gripper tension spring is that the tension is increased by the force applied by the driver during braking, and when the braking curtain is complete, the gripper tension spring automatically returns the gripper to the locking position without the driver having to do anything.

[0023] In a preferred embodiment, the safety device comprises two grippers, thereby increasing the reliability of the safety device and preventing unintentional activation of the braking system.

[0024] The braking system preferably further comprises at least one sliding body compression spring, which preloads the sliding body in the freewheeling position. The advantage of the preloaded sliding body compression spring is that the tension is increased by the force applied by the driver during braking, and when the braking process is complete, the sliding body compression spring automatically returns the sliding body to the freewheeling position without the driver having to do anything. Furthermore, this system is robust against environmental influences and easy to maintain.

[0025] In a preferred embodiment, the frame comprises a cross strut which defines a stop for the sliding body, such that the rollers can be pivoted from the free-running position into the braking position by a pivot angle of 5 - 85°, preferably 30 - 60°, particularly preferably 40 - 50°. Surprisingly, it has been found that even a small pivot angle of 5° achieves a braking effect, with the braking effect also increasing with increasing pivot angle. If the rollers are pivoted at a pivot angle between 40 - 50°, an ideal ratio of braking effect and durability of the rollers can be achieved.

[0026] In a preferred embodiment of the braking system, the orientation of the roller axis is fixed compared to the orientation of the first arm. Thus, a movement of the first arm is transferred directly to the roller axis fixed to the first arm, whereby the braking effect can be controlled more effectively. In a preferred embodiment of the braking system, the first and second arms of the first and second joints each have a first and a second end, wherein the first end of the first arm is connected to the main body and the second end of the first arm is connected to the first end of the second arm and the second end of the second arm is connected to the sliding body. This design makes it possible to construct a compact braking system that can be used in vehicles with limited space, such as longboards.

[0027] In a preferred embodiment of the braking system, the rollers are made of solid material. Since the braking system achieves a braking effect through wear of the rollers, it is desirable to have as much roller material as possible available for braking. Therefore, rollers made of solid material are preferred over an air-filled tire. The rollers are preferably made of polyurethane or rubber. The rollers are particularly preferably made of polyurethane. Rubber rollers offer good grip due to their high static friction, but this is accompanied by high rolling resistance. In contrast, polyurethane rollers have lower static friction than rubber rollers and therefore also lower rolling resistance. Depending on the nature of the route, the vehicle can therefore be adjusted very easily to the upcoming journey.A further aspect of the invention comprises a non-motorized vehicle comprising a braking system according to the invention.

[0028] In a preferred embodiment, the non-motorized vehicle comprises two braking systems according to the invention, which are particularly preferably coupled to one another.

[0029] Preferably, in a non-motorized vehicle with two braking systems according to the invention, these can share the same sliding device for coupling.

[0030] Particularly preferably, the vehicle comprises a rocker on which the two braking systems are arranged. The rocker has a rocking axis which is oriented in the main body plane and vertically to a vehicle longitudinal axis. The two braking systems are each arranged on opposite sides of the rocking axis. The use of a rocker has the advantage that, when the rollers are subject to different levels of wear, all four rollers of the two braking systems are in contact with the ground, which reinforces the braking effect and increases the reliability of the braking system.

[0031] Preferably, the non-motorized vehicle is selected from the group consisting of kickboards, skateboards, pedal go-karts, snakeboards, longboards, street luges, three-wheeled scooters, kick scooters, and buttboards. All of the described non-motorized vehicles require a compact braking system capable of reducing speeds of 30 km / h and more.

[0032] Particularly preferably, the non-motorized vehicle is selected from the group consisting of longboard, streetluge and buttboard, since on these the braking system can be mounted on the holder of a standard axle, whereby this standard axle can then be mounted on the longboard, streetluge and buttboard.

[0033] The invention is explained in more detail below with reference to some embodiments illustrated in the figures. Where alternative embodiments differ only in individual features, the same reference numerals have been used for the same features. They show purely schematically:

[0034] Fig. 1 is a plan view of a preferred embodiment of a braking system in the freewheel position;

[0035] Fig. 2 is a plan view of a preferred embodiment of a braking system in braking position;

[0036] Fig. 3 is a plan view of a preferred embodiment of a securing device;

[0037] Fig 4 . a perspective view of a preferred

[0038] Design form of a disassembled

[0039] braking system

[0040] Fig. 5 . a plan view of a preferred embodiment of a braking system in freewheel position and braking position;

[0041] Fig. 6. a side view of a preferred embodiment of a safety device. Figure 1 shows a preferred embodiment of a braking system 1 in a freewheel position 3 with a main body 5 which lies in a main body plane. The braking system 1 further comprises a sliding device 7 with a sliding body 11 guided on a linear guide 9 (here designed as a pushing body 11 of a pushing device 7), a first roller 13 and a second roller 15, which are oriented in the main body plane perpendicular to the direction of travel 17, as well as a first joint 19 with a first arm 21 and a second arm 23 and a second joint 25 with a first arm 27 and a second arm 29 (see Figures 2 and 3). The first roller 13 is mounted so as to be rotatable about a first roller axis 31, the first roller axis 31 being connected to the first arm 21 of the first joint 19.The second roller 15 is rotatably mounted about a second roller axis 33, wherein the second roller axis 33 is connected to the first arm 27 of the second joint 25 (see Figure 2). The braking system 1 further comprises a frame 35, which is connected to the main body 5.

[0042] Figure 2 shows a preferred embodiment of a braking system 1 in a braking position 37, wherein the two roller axes 31, 33 are pivoted forward in the main body plane in the direction of travel 17 in order to achieve a braking effect. The roller axes 31, 33 are pivoted here at an angle of 22.5 degrees, which achieves a good braking effect. Figure 2 shows how the two joints 19, 25 are constructed. The first joint 19 comprises the first arm 21 with a first end 39 and a second end 41 and the second arm 23 with a first end 43 and a second end 45. The first end 39 of the first arm 21 is pivotally connected to the main body 5, the second end 41 of the first arm 21 is pivotally connected to the first end 43 of the second arm 23 and the second end 45 of the second arm 23 is pivotally connected to the sliding body 11.The second joint 25 comprises the first arm 27 with a first end 47 and a second end 49 and the second arm 29 with a first end 51 and a second end 53. The first end 47 of the first arm 27 is pivotally connected to the main body 5, the second end 49 of the first arm 27 is pivotally connected to the first end 51 of the second arm 29 and the second end 53 of the second arm 29 is pivotally connected to the sliding body 11. The pivoting of the roller axes 31, 33 and thus of the rollers 13, 15 is triggered by the sliding body 11 of the sliding device 7 being displaced along the linear guide 9 in the direction of travel 17.

[0043] Figure 3 shows a preferred embodiment of a securing device 55 in a fixing position 57 (Figure 3A), while the sliding body 11 is in the free-running position 3. The preferred securing device 55 comprises two grippers 59, 61 which are pivotably attached to the sliding body 11 and which, in the fixing position 57, engage in recesses 63, 65 (not shown) of the frame 35. In the free-running position 3, the two grippers 59, 61 are pre-tensioned by a gripper tension spring 67 to prevent the grippers from losing contact with the recesses 63, 65 and the sliding body 11 from moving from the free-running position 3 into the braking position 37. In Figure 3B the preferred safety device 55 is shown after the driver has initiated the braking process.By activating the braking system, the two grippers 59, 61 are released from the locking position 57 against the preloaded gripper tension spring 67, so that they no longer have contact with the recesses 63, 65 of the frame 35. Subsequently, the sliding body 11 can be pulled along the linear guide 9 from the freewheeling position 3 into the braking position 37 (Figure 3C). To do this, the sliding body 11 must further tension a preloaded sliding body tension spring 69 attached to it. When the driver stops braking, the sliding body tension spring 69 pulls the sliding body 11 back from the braking position 37 into the freewheeling position 3 (Figure 3B), and the gripper tension spring 67 brings the two grippers 59, 61 back into the locking position 57, in which the grippers 59, 61 engage in the recesses 63, 65 of the frame 35 (Figure 3A). In a further preferred embodiment, the sliding body 11 is pulled into the locking position 57 by two gripper tension springs.For the sake of simplicity, the second gripper tension spring has been omitted from Figure 3C. Figures 3A to 3C also show that the sliding body 11 covers a certain distance along the linear guide 9 from the freewheeling position 3 to the braking position 37. This distance defines the pivot angle of the two roller axes 31, 33 (see Figure 2). The longer the distance, the greater the resulting pivot angle. The distance is defined by a cross strut 71 which is fastened to the frame 35 and which includes a stop 73. When the sliding body 11 reaches the stop 73 on the cross strut 71, the two roller axes 31, 33 are pivoted to their maximum and the maximum possible braking effect is achieved. The cross strut 71 can be fastened at different positions on the frame 35 in order to ideally match the braking effect to the journey to be completed.Figure 4 shows a preferred embodiment of a braking system 1, wherein in this view the main body 5 and the frame 35 have been disassembled. The frame 35 has a transmission 75 with a first transmission gear 77 and a second transmission gear 79. A first pull cable 81, operated by the driver, is attached to the first transmission gear 77. When the driver actuates the first pull cable 81 to trigger the braking system 1 (by pulling directly or via a lever), this movement is transmitted to the first transmission gear 77. The first transmission gear 77 is connected to the second transmission gear 79 via a second pull cable 83. Alternatively, the two transmission gears could also be connected with a V-belt or directly via gears.The movement of the first transmission gear 77 is thus transmitted to the second transmission gear 79, which in turn is connected to the sliding body 11 via a third traction cable 85 (not visible here) and moves it from the freewheel position 3 into the braking position 37.

[0044] Figure 5a shows a preferred embodiment of a braking system 100 in the freewheel position 3. Figure 5b shows a preferred embodiment of the braking system 100 in the braking position 37. The braking system 100 comprises a main body 105 (which is not shown in Figure 5b for better clarity), which lies in a main body plane. The braking system 100 further comprises a sliding device 107 with a sliding body 111 guided on a linear guide 109. The sliding body 111 is designed here as a pulling body 111. The braking system 100 further comprises a first roller 113, a second roller 115, a third roller 112 and a fourth roller 114, which are oriented in the main body plane perpendicular to the direction of travel 117.The braking system 100 further comprises a first joint 119 with a first arm 121 and a second arm 123, a second joint 125 with a first arm 127 and a second arm 129, a third joint 120 with a first arm 122 and a second arm 124 and a fourth joint 126 with a first arm 128 and a second arm 130. The first roller 113 is rotatably mounted about a first roller axis 131, wherein the first roller axis 131 is connected to the first arm 121 of the first joint 119. The second roller 115 is rotatably mounted about a second roller axis 133, wherein the second roller axis 133 is connected to the first arm 127 of the second joint 125. The third roller 113 is rotatably mounted about a third roller axis 132, wherein the third roller axis 132 is connected to the first arm 122 of the third joint 120.The fourth roller 114 is rotatably mounted about a fourth roller axis 134, wherein the fourth roller axis 134 is connected to the first arm 128 of the fourth joint 126. The second arms 123, 129 of the first and second joints 119, 125 are pivotally connected to the sliding body 111 of the sliding device 107. The second arm 124 of the third joint 120 is pivotally connected to the first arm 121 of the first joint 119. The second arm 130 of the fourth joint 126 is pivotally connected to the first arm 127 of the second joint 125. In order to brake, the rollers 112, 113, 114, 115 are pivoted from the freewheel position 3 into the braking position 37 by moving the sliding body 111 of the sliding device 107 along the linear guide 109 in the direction of travel 117.The first and second rollers 113, 115 are pivoted in the direction of travel 117, the first and second roller axes 131, 133 form a "V" and the third and fourth rollers 112, 114 are pivoted against the direction of travel 117, the third and fourth roller axes 132, 134 form an "inverted V". In order to pivot the rollers 112, 113, 114, 115 from the braking position 37 into the freewheel position 3 after braking, the sliding body 111 is moved against the direction of travel 117 along the linear guide 107 by means of a tension spring or compression spring (not shown).

[0045] Figure 6 shows a preferred embodiment of a securing device 155 in a fixing position 157 (Figure 6A), while the sliding body 111 is in the free-running position. The securing device 155 is fastened to the frame (not shown). The securing device 155 comprises a securing arm 158 with a bolt 159 and a nose 161. The securing arm 158 is pivotally mounted via a pivot joint 163 and is preferably pre-tensioned in the fixing position 157 by a torsion spring (not shown). The securing device 155 further comprises a sliding foot 167 with a sliding foot pull cable 169 attached thereto. The sliding body comprises an undercut 171 into which the nose 161 of the securing arm 158 engages when the securing device 155 is in the fixing position 157.To initiate the braking process, the driver pulls the sliding foot pull cable 169, which brings the sliding foot 167 into contact with the bolt 159 and thereby raises the locking arm 158 so that the nose 161 no longer engages the undercut 171 of the sliding body 111 (Figure 6b). The locking device 155 is now in a freewheeling position 173, and the sliding body 111 can now pivot the rollers, thereby achieving a braking effect.

Claims

Patent claims 1. Braking system (1) for a non-motorized vehicle comprising: a main body (5) comprising a main body plane, a sliding device (7) comprising a guided Sliding body (11), a first and a second joint (19, 25), wherein each joint (19, 25) comprises a first arm (21, 27) and a second arm (23, 29), and wherein the first arm (21, 27) is pivotally connected to the main body (5) parallel to the main body plane on the one hand and pivotally connected to the second arm (23, 29) parallel to the main body plane on the other hand, and the second arm (23, 29) is pivotally connected to the sliding body (11) parallel to the main body plane on the one hand and pivotally connected to the first arm (21, 27) parallel to the main body plane on the other hand, a first roller (13) which is rotatably mounted about a first roller axis (31) lying in the main body plane, and a second roller (15) which is rotatably mounted about a second roller axis (33) lying in the main body plane,wherein the first roller axis (31) is connected to the first arm (21) of the first joint (19) and the second roller axis (33) is connected to the first arm (27) of the second joint (25), and, wherein the roller axes (31, 33) can be pivoted at least approximately symmetrically to one another by a sliding movement of the sliding body (11) between a free-running position (3) and a braking position (37).

2. Braking system according to claim 1, characterized in that the roller axes (31, 33) are pivoted in the direction of travel.

3. Braking system according to one of claims 1 or 2, characterized in that the sliding movement is a pushing movement and the sliding body (11) is a pushing body (11).

4. Braking system according to one of claims 1 to 3, characterized in that the braking system further comprises a traction cable (77) which is preferably connected to the sliding body (11) via a transmission (75), wherein the sliding body (11) can be moved with the traction cable (77) from the freewheel position (3) into the braking position (37).

5. Braking system according to one of claims 1 to 4, characterized in that the braking system further comprises a frame (35) which encloses the guided sliding body (11), wherein the frame (35) comprises a securing device (55, 155) which, in a fixing position (57, 157), releasably fixes the sliding body (11, 111) in the freewheel position (3) in the frame (35).

6. Braking system according to claim 5, characterized in that the safety device (155) comprises at least one Securing arm (158) comprising a bolt (159) and a nose (161) and pivotally mounted on a rotary joint (163), wherein the nose (161) engages in an undercut (171) of the sliding body (111) in the fixing position (157).

7. Braking system according to claim 6, characterized in that the safety device (155) further comprises a sliding foot (167) and a sliding foot pull cable (169) attached to the sliding foot (167).

8. Braking system according to one of claims 6 or 7, characterized in that the securing arm (158) on the pivot joint (163) is pretensioned in the fixing position (157) by means of a torsion spring.

9. Braking system according to one of claims 5 to 8, characterized in that the frame (35) comprises a cross member (71) which defines a stop (73) for the sliding body (11), so that the rollers (13, 15) can be removed from the Freewheel position (3) into the braking position (37) by a pivoting angle of 5 - 85°, preferably 30 - 60°, particularly preferably 40 - 50°.

10. Braking system according to one of claims 1 to 9, characterized in that the first (21, 27) and the second arm (23, 29) of the first and the second joint (19, 25) each have a first (39, 43, 47, 51) and a second end (41, 45, 49, 53), wherein the first end (39, 47) of the first arm (21, 27) is connected to the main body (5) and the second end (41, 49) of the first arm (21, 27) is connected to the first end (43, 51) of the second arm (23, 29) and the second end (45, 53) of the second arm (23, 29) is connected to the sliding body (11).

11. Braking system according to one of claims 1 to 10, characterized in that the rollers (13, 15) consist of a consist of solid material and are preferably made of polyurethane or rubber, particularly preferably of polyurethane.

12. A non-motorized vehicle comprising a braking system according to any one of claims 1 to 11.

13. Non-motorized vehicle according to claim 12, characterized in that the non-motorized vehicle is selected from the group consisting of kickboard, skateboard, pedal go-kart, snakeboard, longboard, streetluge, 3-wheeled scooter, kickscooter and buttboard.

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