CN111936352A

CN111936352A - Unlocking device for a dimensionally stable pull-out profile for a protective device for a vehicle interior

Info

Publication number: CN111936352A
Application number: CN201980018784.1A
Authority: CN
Inventors: B·施塔茨曼; P-D·迈尔; M·欣滕纳赫; A·K·比莱克
Original assignee: Baoshi Auto Parts Taicang Co ltd
Current assignee: Baoshi Auto Parts Taicang Co ltd
Priority date: 2018-03-12
Filing date: 2019-03-06
Publication date: 2020-11-13
Also published as: WO2019174994A1

Abstract

The invention relates to an unlocking device (1) for a dimensionally stable pull-out profile for a protective device for a vehicle interior, comprising at least one actuating drive, which is mechanically connected to a locking stop (9), which is mounted so as to be movable between a locking position and a release position. The servo drive is formed by an extended shape memory strip (6) which, depending on the temperature, can be converted into two different lengths ((a) and (a-b)) corresponding to the locking and release positions of a locking stop (9).

Description

Unlocking device for a dimensionally stable pull-out profile for a protective device for a vehicle interior

Technical Field

The invention relates to an unlocking device for a dimensionally stable pull-out profile of a protective device for a vehicle interior, having at least one actuating drive which is mechanically connected to a locking stop which is movably mounted between a locking position and a release position, and to a protective device for a vehicle interior, having a dimensionally stable pull-out profile and such an unlocking device.

Background

Luggage compartment coverings for passenger vehicles are generally known. The luggage compartment covering has a flexible tarpaulin (Abdeckplane) which is mounted in a windable and unfoldable manner on a winding shaft. At the front end region (stirling newbereich) of the front part in the deployment direction, the tarpaulin is fixedly connected to the form-stable pull-out profile. The pull-out profile is guided by two front-end guide pins in a lateral guide section of the passenger compartment of the passenger vehicle, which guide section is fixed to the passenger compartment. In the pulled-out end position of the tarpaulin and the pull-out profile, the pull-out profile is fixed in the lateral guide by a locking stop, which can be moved from the locking position into the release position by means of the control device. After the transition into the release position, the pull-out profile is free and can be displaced along the lateral guide. The control device has in the region of each locking stop an electric servomotor which, upon electrical actuation, displaces a control element of the control device and thus causes a movement of the locking stop from the locking position into the release position.

Disclosure of Invention

The object of the present invention is to provide an unlocking device and a protective device of the type mentioned above, which have a particularly simple, space-saving and functionally reliable design.

For the unlocking device, this task is solved in that the servo drive is formed by an extended shape memory strip (formmed ä chtnisstrang) which can be converted into two different lengths depending on the temperature, these two lengths corresponding to the locking position and the release position of the locking stop. The shape memory strip is held stretched, i.e., taut, in each of two lengths. According to the invention, the servo drive is formed in a particularly simple manner by stretched shape memory strips.

This means that the shape memory strip replaces an electric servomotor as known from the prior art. This results in a particularly simple and cost-effective construction. Furthermore, the solution according to the invention allows a particularly space-saving arrangement of the servo drives, since the shape memory strips forming the servo drives only require the structural space required for their extended length.

Preferably, two actuating drives, each designed in the form of a shape memory strip, are assigned to the opposite front ends of the pull-out profile, which are activated simultaneously, in order to be able to effect a simultaneous release of the pull-out profile in the region of its opposite lateral and vehicle-fixed guides.

In the embodiment of the invention, the shape memory strip is tensioned in a straight line between a front end region that is held fixed to the vehicle and a front end region on the side of the stop element that is connected to the locking stop (afspan). The linear tensioning of the shape memory strip enables an aligned arrangement in a lateral guide of the vehicle interior for the pull-out profile.

In a further embodiment of the invention, the shape memory strip can be activated by applying electrical energy. The shape memory strip in this embodiment advantageously acts as a resistor in the circuit. The shape memory strip is forcibly heated by applying a corresponding voltage.

In another embodiment of the invention, the shape-memory strip is formed from a nitinol wire. Nitinol is a metal alloy of nickel and titanium, wherein the corresponding metal alloy has a shape memory effect. The shape change depends on the transformation temperature at which the material performs a crystallographic phase transformation, i.e. a structural change, in particular between the austenite phase and the martensite phase.

In a further embodiment of the invention, the two front end regions have end sections that can be fixed in a form-fitting manner. This enables the nitinol wire to be reliably fixed to the distal end side. The nitinol wire is advantageously designed as a round wire or as a flat wire.

In a further embodiment of the invention, each end section is formed by a sleeve which is crimped to the respective front end region of the nitinol wire. The desired thickening of the respective front end region and the end section which can be fixed in a form-fitting manner by a simple mechanism, i.e. crimping of the metal sleeve to the respective front end region of the nitinol wire, are thereby obtained.

In a further embodiment of the invention, the shape memory strip is assigned a mechanical restoring element which causes or assists the shape memory strip to be restored to its initial length again from its electrically activated length. According to the invention, the activation of the shape memory strip causes a simple change in the length of the stretch of the shape memory strip. The mechanical restoring element ensures a constant tensioning of the shape memory strip, so that the corresponding initial position also necessarily occurs again when the shape memory strip is cooled. The shape memory strip is designed so as to contract to a shorter length upon electrical activation and thus heating.

In a further embodiment of the invention, the mechanical restoring element is formed by a helical compression spring which coaxially surrounds the shape memory strip over a portion of its length. A particularly space-saving arrangement of the helical compression spring around a portion of the length of the shape memory strip is thereby obtained.

In a further embodiment of the invention, the helical compression spring is supported in a guide cylinder arranged fixedly with the vehicle, into which guide cylinder the shape memory strip projects. The guide cylinder is preferably part of a guide device for a control element which mechanically loads the locking stop.

In a further embodiment of the invention, the guide cylinder is assigned a linear guide for a control element which interacts with the locking stop in order to displace the locking stop between the release and locking position. Preferably, the locking stop is mounted so as to be pivotally movable and the control element is mechanically connected to the locking stop in such a way that a linear movement of the control element causes a desired pivotal movement of the locking stop.

In a further embodiment of the invention, the shape memory strip acts at the end on a control element, which is articulated to the locking stop by means of a control joint. The control joint may have a control curve that converts the linear movement of the control element into a pivoting movement of the locking stop.

In a further embodiment of the invention, the locking stop is mounted so as to be movable in a pivoting manner and is constantly loaded with a torque in the direction of its locking position by means of a restoring spring. The locking stop is therefore continuously pressed into its locking position. When the shape memory strip is activated accordingly, the control element exerts a torque on the locking stop in a direction opposite to the return spring, as a result of which the locking stop can be pivoted into the release position. As soon as the corresponding loading of the locking stop is again relieved by the control element, the locking stop is thus returned into its locking position.

In one embodiment of the invention, the locking stop and the control element are connected to one another by means of a coupling device, which releases or effects a mechanical coupling between the locking stop and the control element upon activation of the shape memory strip. Hereby, a resettability of the locking stop without depending on the activation of the shape memory strip is achieved. This has the advantage, in particular, that the locking detent can already be returned into its locking position during a period of time, during which the shape memory strip is moved back into its initial position again after activation has been effected.

In a further embodiment, the coupling device is designed such that the locking stop is released from the control unit after unlocking as a result of the activation of the shape memory strip and is again connected to the control element when the shape memory strip is subsequently restored and reset to its original length. This embodiment ensures that the control element is coupled again to the locking stop in order to reactivate the unlocking by means of the shape memory strip.

In a further embodiment of the invention, the coupling device has an open end coupling surface for releasing the joint section (Gelenkabschnitt) of the control joint from the locking stop and a return guide surface which guides the joint section back again into the functional position coupled to the locking stop as a function of the resetting of the shape memory strip. This is a simple mechanical design which ensures a high functional reliability.

In a further embodiment of the invention, the return guide surface is configured as a surface which is inclined relative to the pivot plane of the locking stop and on the locking stop, and the joint section and the locking stop are configured to be elastically deflectable relative to one another. Since the pivot plane of the locking stop and the longitudinal movement of the control joint extend parallel to one another, a resilient biasability with respect to one another is necessary. In this case, the two functional components can be offset relative to one another or only one of the two functional components can be offset relative to the other.

In a further embodiment of the invention, the joint section is designed to be elastically deflectable transversely to the pivot plane of the locking stop, and the return guide surface forms an inclined plane along which the joint section slides and is forcibly deflected in the process when the shape memory strip is reset. The joint section is preferably designed as a control pin which is linearly movable transversely to the pivot plane of the locking stop and relative to the longitudinal direction of the control joint, which control pin is spring-loaded in the direction of movement in order to bring about the desired elastic return.

Drawings

Further advantages and features of the invention emerge from the claims and from the following description of a preferred embodiment of the invention, which is illustrated by means of the drawings.

Fig. 1 schematically shows an embodiment of a protective device according to the invention for a vehicle interior, in the present case in the form of a luggage compartment cover which can be pulled out substantially horizontally.

Fig. 2a and 3a show an embodiment of an unlocking device according to the invention for the protective device according to fig. 1 in an enlarged perspective view.

Fig. 2b, 2c and 3b show an alternative embodiment of the unlocking device according to the invention for the protective device according to fig. 1 in relation to fig. 2a and 3 a.

Fig. 4a to 4c show the embodiment according to fig. 2b, 2c and 3b in an enlarged side view.

Fig. 5a to 5c show the embodiment according to fig. 2b, 2c and 3b in a perspective and enlarged detail view.

Detailed Description

The passenger vehicle F has a vehicle interior space provided with a luggage compartment L in a rear region. The luggage compartment L-viewed in the normal direction of travel-is delimited forwards by the backrest structure of the rear bench seat. On the rear side, the luggage compartment L is defined by a rear body part, in the present case in the form of a rear hood. The opposite longitudinal sides of the luggage compartment L are formed by luggage compartment side wall portions. In each case one linear lateral guide part SF which extends in the longitudinal direction of the vehicle and forms a guide groove which opens toward the middle of the luggage compartment is integrated into the opposite side wall parts of the luggage compartment. In the opposite lateral guide SF of the luggage compartment side wall, the guide pin 8 of the dimensionally stable pull-out profile 3, which is part of the luggage compartment covering 1 serving as a protective device, is guided so as to be longitudinally displaceable. The luggage compartment cover 1 has a flexible surface structure, in the present case in the form of a tarpaulin 4, which is held in a manner not shown in detail windable and unwindable on a winding shaft, which is rotatably mounted in the cassette housing 2. The cassette housing 2 extends in the vehicle transverse direction and is fitted fixedly and detachably to the vehicle directly behind the backrest structure of the rear-row long seat approximately at the height of the vehicle side armrest. At the front end region of the tarpaulin 4, which is located at the front in the pull-out direction, the pull-out profile 3 is connected to the tarpaulin 4 and extends over the entire width of the tarpaulin 4, viewed in the transverse direction of the vehicle, transversely to the pull-out direction of the tarpaulin 4. The extension profile 3 is provided with a profile part (not shown in detail) which is likewise dimensionally stable and which, in the extended protective position of the tarpaulin 4, closes the remaining visible gap between the extension profile 3 and the boundary on the interior of the body part on the rear side. The winding shaft is loaded with a torque in the winding direction in order to apply a continuous stress to the tarpaulin 4.

The lateral guide SF is illustrated by means of fig. 1 only schematically and (with respect to the lateral guide SF located on the left in the direction of travel) in the manner of a dashed line.

The guide pins 8 of the pull-out profile 3 form flat, web-like slides which project laterally in the transverse direction of the vehicle from the pull-out profile 3 and project into corresponding guide grooves formed by the lateral guides SF.

In order to fix the respective guide pin 8 of the pull-out profile 3 in the pulled-out protective position of the pull-out profile 3 shown in fig. 1 (see fig. 1 to 3 b), each guide pin 8 is assigned a locking stop 9 which engages behind the respective guide pin 8 by means of a stop projection 15. The respective stop projection 15 (viewed in the normal direction of travel of the passenger vehicle F) is positioned in front of the respective guide pin 8 in order to positively fix the respective guide pin 8 against a restoring force caused by the wrap spring of the winding shaft, which restoring force acts on the tarpaulin 4 and thus also on the pull-out profile 3. The respective locking stop 9 is part of an unlocking device 5, which is described further below. The unlocking device 5 is arranged coveringly behind the respective luggage compartment side wall. The corresponding unlocking device 5 is therefore hardly visible from the luggage compartment. From the luggage compartment, respective locking stops 9 are anyway visible, which are visible through the guide grooves of the respective lateral guides SF. A separate unlocking device 5 is associated with each guide pin 8 and therefore with each lateral guide SF, the opposing unlocking devices 5 being designed mirror-symmetrically with respect to the vertical vehicle center longitudinal axis but otherwise identical to one another. For the sake of simplicity, only the unlocking device 5 on the left in the direction of travel will be described in detail with reference to fig. 1 to 3 b. Therefore, the following applies in the same manner to the opposing unlocking devices.

A torque is continuously exerted on the claw-shaped locking stops 9, which are mounted so as to be pivotable about a pivot axis S extending in the transverse direction of the vehicle, in the direction of the locking position shown in fig. 2 and 3. The torque is applied by a return spring 16, which in the embodiment according to fig. 2 and 3 is designed as a leaf spring.

The unlocking of the respective locking stop 9 is initiated (einleiten) by a control element 10 which is mounted in a guide 12 fixed to the luggage compartment so as to be linearly movable in the longitudinal direction of the vehicle. Advantageously, the guide 12 is integral with a lateral guide SF for pulling out the respective guide pin 8 of the profile 3.

The control element 10 has, on its rear end region (viewed in the longitudinal direction of the vehicle), a control pin 13 which projects transversely into a curved control slot 14 of the locking stop 9. As can be seen from fig. 2 and 3, the control link 14 has a guide ramp along which the control pin 13 of the control element 10 slides when the control element 10 is displaced forward in the vehicle longitudinal direction.

In order to move the control element 10 out of the locking position of the locking stop 9 shown in fig. 2a and 3a in a linearly movable manner, a shape-memory strip in the form of a nitinol wire 6, which extends in the longitudinal direction of the vehicle and thus parallel to the lateral guide SF, which is offset laterally inward toward the middle of the luggage compartment, acts on the front end region 11 of the control element 10 opposite the control pin 13. The nitinol wire 6 has, on its opposite front end regions,

end sections

19, 20, respectively, which are each formed by a sleeve crimped with the front end region of the nitinol wire 6. The end section 19 located at the rear, as viewed in the longitudinal direction of the vehicle, is held in a form-fitting manner in the end region 11 of the control element 10. The opposite end section 20 is fixed in a form-fitting manner in a bracket 21 fixed to the luggage compartment.

The end region 11 of the control element 10 is of cylindrical design, depending on the type of guide piston. The end region 11 is assigned a substantially cylindrical guide cylinder 17 which is arranged fixedly with the luggage compartment and is preferably an integral part of the guide 12. The inner space of the guide cylinder 17 forms a cylinder chamber for a linearly movable guide of the control element 10, which guide is designed as a guide for the end region 11 of the piston. The nitinol wire 6 passes coaxially through the interior of the guiding cylinder 17. Furthermore, a mechanical restoring element in the form of a helical compression spring 18 is integrated in the guide cylinder 17, which helical compression spring coaxially surrounds the nitinol wire 6. The helical compression spring 18 is supported on the one hand on the end region 11 of the control element 10, which is designed as a guide piston, and on the other hand on an inner end face of the guide cylinder 17. The helical compression spring 18 thus holds the control element 10 in an end position in which the control pin 13 rests against the rear edge of the control link 14. On the other hand, the helical compression spring 18 causes a continuous linear tightening of the nitinol wire 6.

The nitinol wire 6 is connected with its

opposite end sections

19 and 20 to an electrical circuit, which can be supplied by the power source 7. A vehicle electrical system with a voltage of 12V, which is designed as a direct current electrical system, is used as the power supply.

In the unenergized state, the nitinol wire 6 has a taut length a, at least to a large extent. As soon as the nitinol wire 6 is activated by a corresponding energization by means of the power source 7, the nitinol wire 6 contracts to a length a-b, wherein b corresponds at least to a large extent to the length of the cylinder chamber of the guiding cylinder 17. Thereby, the coil pressure spring 18 is compressed. As soon as the electrical or electronic control unit, not shown in detail, deactivates the power source 7 again and thus opens the circuit, the nitinol wire 6 cools down and returns again into its initial position and thus also to its initial length a. The helical compression spring 18 ensures that the nitinol wire 6 remains continuously taut as it returns to the initial position.

The adjustment stroke of the nitinol wire 6, and thus at least substantially the length a-b, is 14.5 mm in the embodiment shown. In this embodiment, the nitinol wire has a cycle time of about 7 to 8 seconds of adjustment between the short length and the long length. The nitinol wire 6 has a diameter of 0.5 mm. The phase transition temperature of the activated nitinol wire was 95 ℃. The nitinol wire 6 has a length a of 362.5 mm.

Shortening of the nitinol wire 6 to its second length a-b forcibly causes a movement of the control element 10 to the left in fig. 3, whereby the control pin 13 slides along the guide ramp of the control runner 14 of the locking stop 9 and pivots the locking stop 9 downwards about the pivot axis S according to the arrow representation in fig. 3. Thereby, the guide pin 8 becomes free and the pull-out profile 3 can be pulled back into the intermediate position or the wound-up rest position by the restoring force of the coil spring.

The two unlocking devices 5 in the opposing lateral guides SF are designed to be synchronized with one another in such a way that the nitinol wires 6 of the two unlocking devices 5 are activated and deactivated simultaneously. This ensures that the guide pin 8 of the profile 3 is simultaneously unlocked when being pulled out.

The embodiments according to fig. 2b, 2c and 3b correspond in principle to the configurations according to fig. 2a and 3 a. Therefore, to avoid repetition, reference is made additionally to the embodiment of fig. 2a and 3 a. The differences of the embodiments according to fig. 2b, 2c and 3b are discussed below.

The embodiment according to fig. 2a and 3a also holds the control pin 13 in the unlocked position after the energization of the locking stop 9 by the control element 10, for as long as the nitinol wire 6 needs to be used to extend (l ä ngen) again by the cooling process. During cooling, the nitinol wire 9 gradually again occupies its initial length and the control element 10 or the control pin 13 is moved back again to its initial position with the aid of the helical compression spring 18. Accordingly, only when the nitinol wire 9 has cooled sufficiently can the luggage compartment cover 1 be brought into the pulled-out position again and be held in this position. If the nitinol wire 9 requires a relatively long cooling time, the cycle time increases, which in turn has an impact on the possibility that the user can hang the luggage compartment cover again earlier than can be achieved by the system. In this case, the coupling device according to fig. 2b, 2c and 3b makes it possible for the locking stop 9 to return into its initial or locked position again directly after the unlocking process, before the nitinol wire 9 again occupies its tensioned length a. This is additionally shown by the diagrams according to fig. 4a to 5 c.

As described above, the control pin 13 slides along the start ramp (analafschr ä ge) of the gate 14 after being energized and thereby displaces the locking stop 9 into its unlocking position. A pressing section 22, which forms an open decoupling surface in the sense of the present invention, is connected to the slide groove 14, via which the locking stop 9 is held in the unlocked position as long as the control pin 13 slides thereon. On further continued shortening of the length of the nitinol wire 6, the control pin 13 is finally pulled out beyond the compression section 22. The control pin 9 then loses contact with the pressing section 22 and the locking stop 9 is moved back into its initial position by the restoring force of the restoring spring 22 acting thereon. Therefore, immediately after the unlocking process, the locking stop 9 can again be used to accommodate the pull-out profile 3, and the control pin 13 is now located on the end face 23 of the locking stop 9 opposite the control link 14.

In order to return the unlocking means 5 as a whole into the initial position again and thus into a position from which the unlocking process can again take place, the control pin 13 must be guided over the locking stop 9 past the return guide surface. This function is illustrated by means of fig. 4a to 4c and fig. 5a to 5 c. It should be noted here that, contrary to the description of fig. 1 to 3b, the unlocking device 5 is described here on the right side in the direction of travel. The description is to be understood correspondingly mirror-symmetrically with respect to the opposite side.

Fig. 4a to 4c and 5a to 5c each show an enlarged detail of a locking stop 9 with a control pin 13, a control gate 14, a guide 12 fixed to the vehicle and a control element 10 guided therein. With regard to the functional sequence, fig. 4a and 5a show the locking stop 9 in its locking position, that is to say in a position in which the luggage compartment covering 1 is held in a closed position and thus covers the luggage compartment by the pull-out profile 3 or the guide pin 8. Fig. 4b shows the locking stop 9 in its release position, and fig. 4c and 5b show the locking stop in its locking position returned to the initial position, in which the control pin 13 is now located on the end side 23. Fig. 5c shows the control pin 13 in an intermediate position, which is in the path from the position according to fig. 4c and 5b to the position as shown in fig. 4a and 5 a.

For further description, it is assumed that the nitinol wire 6 is energized and the locking stop 9 is opened, so that the control pin 13 is now in the position according to fig. 5b according to the above explanation. The control element 10 is displaced accordingly, the control pin 13 being the guide runner 14 and causing the pressing section 22 to move along. The control pin 13 forms an articulated section in the sense of the invention.

The control pin 13 is now opposite the end face 23 of the locking stop 9, which is moved back in its initial position by the return spring 16. The nitinol wire 6 is in the cooling and is elongated again. Thereby, the control element 10 and thus the control pin 13 are gradually displaced back into their initial position with the aid of the helical compression spring 18. The end side of the control pin 13 here strikes against the start ramp 24, the return guide surface of the locking element 9 and moves along this in the direction of its initial position, as shown in fig. 5 a. The starting ramp 24 is designed in such a way that it puts the control pin 13 into a forced offset movement and is also designed in such a way that it rises from the end face 23 toward the receiving space 25. For this purpose, the control pin 13 is supported in a manner not shown in detail in a resiliently flexible manner. This design enables a deflection of the control pin 13 during its movement along the start ramp 24 and a spring-back into the receiving space 25 once the control pin 13 has completely set the start ramp 24 behind it. In an alternative embodiment, which is likewise not shown in the figures, the control pin 13 is held rigid and the actuating ramp 24 is of elastically flexible design.

Furthermore, the length of the pressing section 22 is adapted to the unlocking device 5 in such a way that the pull-out profile 5 held by the locking stop 9 is reliably released before the locking stop 9 returns to its initial position again.

In addition, the alternative embodiments according to fig. 2b, 2c and 3b and the further figures on the basis thereof allow manual actuation of the unlocking device 5, which may be necessary if the luggage compartment covering 1 is to be opened again before the control pin 13 has returned to its initial position. In this case, the manual triggering is effected by pressing the pull-out profile 3.

Claims

1. Unlocking device (1) for a shape-stable pull-out profile for a protection device of a vehicle interior, having at least one servo drive which is mechanically connected to a locking stop (9) which is movably supported between a locking position and a release position, characterized in that the servo drive is formed by an extended shape memory strip (6) which can be converted, as a function of temperature, into two different lengths ((a) and (a-b)) which correspond to the locking position and the release position of the locking stop (9).

2. The unlocking device (1) according to claim 1, characterised in that the shape memory strip (6) is tensioned linearly between a front end region which is fixedly held with the vehicle and a stop-side front end region which is connected to the locking stop (9).

3. The unlocking device (1) according to claim 1 or 2, characterized in that the shape memory strip (6) can be activated by applying electrical energy.

4. Unlocking device (1) according to claim 3, characterized in that said shape memory strip (6) is formed by a nitinol wire.

5. The unlocking device (1) according to one of the preceding claims, characterized in that the two front end regions have end sections (19, 20) which can be fixed in a form-locking manner.

6. The unlocking device (1) according to claim 5, characterized in that each end section (19, 20) is formed by a sleeve crimped with the respective front end region of the nitinol wire.

7. The unlocking device (1) according to any of the preceding claims, characterized in that the shape memory strip (6) is assigned a mechanical resetting element which causes or assists the resetting of the shape memory strip (6) from its electrically activated length (a-b) to the initial length (a) again.

8. The unlocking device (1) according to claim 7, characterized in that the mechanical return element is formed by a helical compression spring (18) which coaxially surrounds the shape-memory strip (6) over a portion of its length.

9. The unlocking device (1) according to claim 8, characterised in that the helical compression spring (18) is supported in a guide cylinder (17) arranged fixedly with the vehicle, into which guide cylinder the shape memory strip (6) projects.

10. The unlocking device (1) according to claim 9, characterised in that the guide cylinder (17) is assigned to a linear guide for a control element (10) which cooperates with the locking stop (9) in order to displace the locking stop between the release position and the locking position.

11. The unlocking device (1) according to claim 10, characterised in that the shape memory strip (6) acts on the end side on the control element (10), which is articulated on the locking stop (9) by means of a control joint (13, 14).

12. Unlocking device (1) according to one of the preceding claims, characterized in that the locking stop (9) is pivotally movably supported and constantly loaded with a torque in the direction of its locking position by means of a return spring (16).

13. The unlocking device (1) according to any one of the preceding claims, characterized in that the locking stop (9) and the control element (10) are operatively connected to each other by means of a coupling device which, upon activation of the shape memory strip (6), releases or effects a mechanical coupling between the locking stop (9) and the control element (10).

14. The unlocking device (1) according to claim 13, characterised in that the coupling device is designed such that the locking stop (9) after unlocking is released from the control element (10) as a result of the activation of the shape memory strip (6) and is again connected with the control element (10) when the shape memory strip (6) is subsequently restored and reset to its original length.

15. The unlocking device according to claim 13 or 14, characterized in that the coupling means have an open decoupling surface for releasing the articulation section (13) of the control articulation from the locking stop (9) and a return guide surface (24) which returns the articulation section (13) into the functional position coupled with the locking stop (9) again in accordance with the resetting of the shape memory strip (6).

16. The unlocking device as claimed in any of claims 13 to 15, characterized in that the return-guiding surface (24) is designed as a surface which is inclined relative to the pivot plane of the locking stop (9) and is constructed on the locking stop (9), and the joint section (13) and the locking stop (9) are designed to be elastically deflectable relative to one another.

17. The unlocking device according to any of claims 13 to 16, characterized in that the joint section (13) is designed to be elastically deflectable transversely to the pivot plane of the locking stop (9), and the return guide surface forms an inclined plane along which the joint section (13) slides upon resetting of the shape memory strip (6) and is forcibly deflected there.

18. A protective device for a vehicle interior, in particular a luggage compartment covering, having a dimensionally stable pull-out profile (3) and an unlocking device (1) according to one of the preceding claims.