Control device and method for operating a vehicle braking system equipped with a motorized brake booster

Abstract

The invention relates to a control device (10) for a vehicle's braking system equipped with a motorized brake booster (12), which is designed and / or programmed to control the brake booster (12) such that a power transmission component (14) can be moved into an adjustment movement by means of a motor force of the brake booster (12), to determine a position for a limit position of the power transmission component (14) based on at least one pressure measured in a downstream master brake cylinder (18) during the adjustment movement of the power transmission component (14), at which a measured or estimated pressure in the master brake cylinder (18) is equal to a predetermined threshold pressure, and to determine a first target initial position of the power transmission component (14) taking into account the position determined for the limit position and a normal dead travel.from which the force transmission component (14), adjusted by an adjustment path equal to the normal dead travel, is brought into its limit position, so that the force transmission component (14) can be positioned in its first target starting position by means of the motor force of the brake booster (12) controlled by the electronic device (10a).

Description

The invention relates to a control device for a braking system of a vehicle equipped with a motorized brake booster. The invention also relates to a brake system for a vehicle. The invention furthermore relates to a method for operating a brake system of a vehicle equipped with a motorized brake booster.Prior ArtFrom the prior art, such as DE 10 2020 209 996 A1, for example, a control device is known whose electronic device is designed and / or programmed to actuate a motorized brake booster of a brake system of a vehicle cooperating with the control device in such a way that a brake pressure build-up is effected in at least one master brake cylinder of the brake system arranged downstream of the brake booster by means of at least one force transmission component adjusted by the actuated brake booster.Disclosure of the InventionThe present invention provides a control device for a braking system of a vehicle equipped with a motorized brake booster having the features of claim 1, a braking system for a vehicle having the features of claim 9 and a method for operating a braking system of a vehicle equipped with a motorized brake booster having the features of claim 11.Advantages of the InventionThe present invention provides advantageous possibilities for ensuring a desired and / or constant normal dead travel (dead travel) despite the occurrence of component tolerances / component tolerances and / or aging effects on a brake system of a vehicle equipped with a motorized brake booster. By means of the present invention, the component tolerances / component tolerances and / or the aging effects can be compensated for in the best possible manner without mechanical changes to the respective brake system, such as, for example, a conventional compression of a tip of an output piston (pushrod tip), being necessary for this purpose. The present invention thus offers an advantageous replacement for conventional starting piston length machining, which is comparatively complicated and associated with significant costs. In particular, the present invention enables automatic software-assisted dead travel calibration (offset calibration), which enables the setting of a desired and constant normal dead travel in a simple manner, can compensate for component tolerances / component tolerances and aging effects and enables a driver using the invention to have a comfortable and constant brake actuation feel / pedal feel.It is also pointed out here that a dead travel calibration (offset calibration) is possible by means of the present invention, which dead travel calibration can cause a vehicle using the invention to be transferred to the standstill within a shorter time interval and with a shorter brake travel by means of an actuation of its brake actuating element / brake pedal by its driver. The "shorter setting of the dead path / offset" executable by means of the present invention can take place in particular in response to a recognized accident risk. Thus, the present invention also contributes to enhancing a riding comfort for the driver and improving a safety standard of the respective vehicle.In an advantageous embodiment of the control device, the electronic device is designed and / or programmed to position the force transmission component in its last-determined first desired initial position after each braking of the vehicle, which is effected at least partially by means of the motor force and / or the driver braking force, by means of the motor force of the brake booster activated by the electronic device. The driver of the vehicle equipped with the embodiment of the control device described here therefore still has a standard brake actuation feel / pedal feel even during subsequent braking of his vehicle.As an advantageous development, the electronic device can additionally be designed and / or programmed to determine a second desired starting position of the force transmission component, from which the force transmission component adjusted by an adjustment distance equal to the emergency braking dead distance is transferred into its limit position, taking into account the position information determined for the limit position and a predefined or defined emergency braking dead distance. By determining the emergency braking dead path, the reaction time required for causing a pressure build-up can be reduced during a later emergency braking. In this way, it can be ensured that the vehicle equipped with the further development of the control device described here can carry out emergency braking more quickly.For example, the electronic device can additionally be designed and / or programmed to position the force transmission component in its second desired starting position by means of the engine force of the brake booster actuated by the electronic device, provided a driver of the vehicle, an automatic driving system of the vehicle and / or an emergency braking system of the vehicle activates an emergency signal to the electronic device and / or provided a release speed of an accelerator pedal of the vehicle lies outside a predefined normal range. Thus, specifically in situations in which emergency braking of the vehicle is frequently soon required, the reaction time for actually causing the emergency braking can be shortened by means of the preventive positioning of the force transmission component in its second desired starting position. It is precisely when the driver, the automatic driving system and / or the emergency braking system activates an emergency signal and / or the release speed of the accelerator pedal is outside the normal range that a high risk of accident can be assumed.In a further advantageous embodiment of the control device, the electronic device is designed and / or programmed to re-determine or re-determine the position indication for the limit position of the force transmission component, the first desired starting position and / or the second desired starting position at the beginning of a travel of the vehicle and / or according to a predetermined or defined repetition frequency. The specific embodiment of the control device described here can therefore also compensate for aging effects on components / components of the brake system, even aging effects on the motorized brake booster, in the best possible manner.Alternatively or additionally, the electronic device can also be designed and / or programmed to read out from at least one information signal from an input device inherent to the control device or external with respect to an input of a user made at the input device a normal dead path predefined by the user and / or an emergency braking dead path predefined by the user. By means of the embodiment of the control device described here, therefore, the normal dead travel and / or the emergency braking dead travel can be adapted to the requirements of the user / driver without a mechanical change being necessary for this purpose at the motorized brake booster or at the brake system.For example, the electronic device can be designed and / or programmed to determine, as a position indication for the limit position of the force transmission component, an initial dead travel of the force transmission component which is present in its unactuated initial position at a driver braking force equal to zero and in its unactuated initial position at a motor force equal to zero, from which the force transmission component adjusted by an adjustment travel equal to the initial dead travel is transferred into its limit position. The determination of the output dead travel can be carried out reliably using a sensor system which is conventionally already installed on the motorized brake booster. An implementation of the present invention thus does not require an expansion of the sensor system of the brake system / vehicle using the invention.Preferably, when the force transmission component is present in its limit position, a threshold pressure of 0.1 bar is present in the master brake cylinder. Such a threshold pressure of 0.1 bar (or 0.01 MPa) indicates that at least one pressure relief bore / sniffing bore of the master brake cylinder is closed and therefore a rapid pressure build-up can be effected in at least one brake circuit hydraulically connected to the master brake cylinder by means of a further braking into the master brake cylinder.The advantages described above are also achieved in a brake system for a vehicle having a control device of this type, the motorized brake booster that can be actuated by means of the control device, the brake actuating element, the force transmission component that can be adjusted both by means of the motor force of the brake booster and by means of the driver brake force exerted on the brake actuating element, the master brake cylinder arranged downstream of the force transmission component, and at least one pressure sensor, by means of which a pressure present in the master brake cylinder can be measured and made available to the electronic device of the control device. The force transmission component can be, for example, an output piston of the brake booster.Furthermore, executing a corresponding method for operating a brake system of a vehicle equipped with a motorized brake booster also provides the advantages explained above. It is expressly pointed out that the method can be further developed according to the embodiments of the control device / of the brake system explained above.Brief Description of the DrawingsFurther features and advantages of the present invention are explained below with reference to the figures. The following are shown: FIG. 1 is a partial view of a braking system of a vehicle equipped with a motorized brake booster for explaining an operating principle of an embodiment of the control device cooperating therewith; and FIG. 2 is a flow chart for explaining an embodiment of the method for operating a braking system of a vehicle equipped with a motorized brake booster.Embodiments of the InventionFIG. 1 shows a partial illustration of a braking system of a vehicle equipped with a motorized brake booster for explaining the mode of operation of an embodiment of the control device cooperating therewith.The brake system partially schematically shown in FIG. 1 has, in addition to a control device 10 explained in more detail below, a motorized brake booster 12 that can be / is actuated by means of the control device 10. The ability to actuate the brake booster 12 by means of the control device 10 can be understood to mean that a motor 12 aof the brake booster 12 can be actuated / is actuated by means of at least one control signal I of the control device 10. The at least one control signal I output from the control device 10 to the motor 12 aof the brake booster 12 may be, for example, an operating current I of the motor 12 a. The brake booster 12 equipped with the motor 12 acan be understood to mean, in particular, in electromechanical brake booster 12.The brake system also has a brake actuating element, such as a brake pedal, which is not shown graphically in FIG. 1, however. In addition, the brake system comprises a force transmission component 14 which is / is adjustable both by means of an engine force (of the motor 12 a) of the brake booster 12 and by means of a driver brake force exerted on the brake actuating element. Merely by way of example, in the brake system of FIG. 1, the force transmission component 14 is an output piston (pushrod) 14 of the brake booster 12, which is optionally adjustable / adjusted by means of the engine force of the brake booster 12 or by means of the driver's brake force in a braking direction 16 in the direction of a master brake cylinder 18 arranged downstream of the force transmission component 14. The provision of the brake system with the output piston 14 as the force transmission component 14 is, however, not to be interpreted as restrictive. Accordingly, the configuration of the brake booster 12 with an input rod 20 that can be adjusted by means of the driver braking force, with a valve body (BoostBody) 22 that can be adjusted by means of the motor force, and with a reaction disk 24 that is situated between the input rod 20 and the valve body 22 on its first side and the output piston 14 on its second side, via which the driver braking force can be / are transmitted from the input rod 20 and the motor force from the valve body 22 to the output piston 14, is also to be interpreted only as an example. The valve body 22 can be connected to the motor 12 a, for example, via a transmission 23.The brake system also has at least one pressure sensor 26, by means of which a pressure present in the master brake cylinder 18 can be measured and can be / is provided as at least one pressure signal 26 ato the control device 10. The at least one pressure sensor 26 may be hydraulically connected to the master brake cylinder 18 via at least one brake circuit 28, which is only shown schematically, each having at least one wheel brake cylinder 30. Preferably, a brake fluid reservoir (not shown) is also connected to the master brake cylinder 18 via at least one pressure relief bore / sniffing bore 32. The at least one pressure relief bore 32 can optionally be sealed by means of at least one adjustable piston 34 of the master brake cylinder 18.The at least one adjustable piston 34 of the master brake cylinder 18 is jointly adjusted during an adjustment movement of the force transmission component 14 in the braking direction 16 in such a way that the at least one pressure relief bore 32 of the master brake cylinder 18 is firstly sealed / closed by the at least one adjustable piston 34 and the pressure present in the master brake cylinder 18 is subsequently increased. In the case of a driver braking force equal to zero and in the case of a (simultaneous) engine force equal to zero, the force transmission component 14 is generally present in a so-called unactuated starting position. For example, the force transmission component 14 can be held in the unactuated starting position with a driver braking force equal to zero and a (simultaneous) engine force equal to zero by means of at least one restoring spring 36. A spatial distance of the force transmission component 14 present in its unactuated starting position from the master brake cylinder 18 may vary due to component tolerances / component tolerances and / or aging effects. In addition, a minimum adjustment travel by which the force transmission component 14 present in its unactuated starting position is to be adjusted until the at least one pressure relief bore 32 is sealed / closed by means of the at least one adjustable piston 34 can be comparatively long. These conventional disadvantages can, however, be advantageously compensated for by means of the advantageous configuration of the control device 10 described below.The control device 10 described below can cooperate with a plurality of brake system types, which have at least the brake booster 12, the brake actuating element, the force transmission component 14, the master brake cylinder 18 and the at least one pressure sensor 26. The embodiment of the brake system shown pictorially in FIG. 1 is therefore to be interpreted only as an example. In addition, a usability of the control device 10 is not limited to a specific vehicle type / motor vehicle type of the vehicle / motor vehicle equipped with the control device 10 and the brake system cooperating therewith.The control device 10 has an electronic device 10 awhich is designed and / or programmed to actuate the brake booster 12 / its motor 12 aby means of the at least one control signal I in such a way that the force transmission component 14 can / is displaced into an adjusting movement by means of (at least) the motor force. The adjusting movement of the force transmission component 14 that can be effected by means of the engine force can be understood in particular as an adjusting movement of the force transmission component 14 in the braking-in direction 16, as a result of which the at least one adjustable piston 34 of the master brake cylinder 18 is also adjusted in such a way that the at least one pressure relief bore 32 of the master brake cylinder 18 is sealed / closed by the at least one adjustable piston 34 and the pressure present in the master brake cylinder 18 is increased.Advantageously, the electronic device 10 aof the control device 10 is additionally designed and / or programmed to determine a position indication for a so-called limit position of the force transmission component 14. The limit position is understood to mean a position of the force transmission component 14 at which the pressure in the master brake cylinder 18 is equal to a predefined threshold pressure due to the presence of the force transmission component 14 in its limit position. The predetermined threshold pressure may be a minimum pressure at which the at least one pressure relief bore is highly likely (straight) sealed / closed by the at least one adjustable piston 34. For example, the threshold pressure may be a pressure of 0.1 bar (= 0.01 MPa). The numerical value for the threshold pressure mentioned here is, however, to be interpreted only as an example.The electronic device 10 ais designed and / or programmed to determine the position specification for the limit position of the force transmission component 14 on the basis of at least one pressure measured during the adjusting movement of the force transmission component 14 in the master brake cylinder and provided to the electronic device 10 aby means of the at least one pressure signal 26 a. The limit position of the force transmitting component 14 may then be read or interpreted as the position of the force transmitting component 14 at which a measured or estimated pressure in the master cylinder 18 (with a high probability) is equal to the threshold pressure.For example, the electronic device 10 acan be designed and / or programmed to define, as position information for the limit position of the force transmission component 14, an initial dead travel (dead travel) of the force transmission component 14, which corresponds to an adjustment travel of the force transmission component 14, in which the force transmission component 14, which is adjusted from its unactuated initial position by (exclusively) the respective adjustment travel, is transferred into its limit position. The initial dead travel of the force transmission component 14 is therefore also rewritable as a (minimum) adjustment travel by which the force transmission component 14 present in its unactuated initial position is to be adjusted until the at least one pressure relief bore 32 is sealed / closed by means of the at least one adjustable piston 34 and the threshold pressure in the master brake cylinder 18 is built up. In order to determine the output dead travel, the electronic device 10 acan measure, for example, a motor rotational position or a motor rotational angle of the motor 12 aof the motorized brake booster 12 by which a rotor of the motor 12 ais to be rotated (overall) in order to bring about an adjusting movement of the force transmission component 14 present in its unactuated starting position until the threshold pressure in the master brake cylinder 18 is (probable) present. Since the motor 12a of the motorized brake booster 12 is generally equipped with a motor rotational angle sensor, such an output dead travel can be easily and reliably determined. By providing a rotational angle sensor signal 38 of the motor rotational angle sensor to the electronic device 10 a, the motor rotational position or the motor rotational angle by which the rotor of the motor 12 ais to be rotated until the threshold pressure is produced in the master brake cylinder 18 can be read out with a relatively low outlay. The electronics device 10 acan thus use, with the motor rotation sensor and the at least one pressure sensor 26, a sensor system which is usually already installed on the brake system. An expansion of the sensor system of the brake system is therefore generally not necessary for a use of the control device 10.The electronic device 10 ais then designed and / or programmed to determine a so-called first desired starting position of the force transmission component 14, from which the force transmission component 14 adjusted by (exclusively) an adjustment travel equal to the normal dead travel is transferred into its limit position, taking into account the position indication determined for the limit position and a predefined or defined normal dead travel. The first desired starting position of the force transmission component 14 can also be understood to mean a first offset or a first reference point from which the force transmission component 14 is transferred into its limit position by means of its adjustment by (exclusively) the normal dead travel. The force transmission component 14 can then be / is positioned in its first desired starting position by means of the motor force of the brake booster 12 actuated by the electronic device 10 a. The electronics device 10 atherefore ensures that the force transmission component 14 present in its first desired starting position is to be adjusted by only the normal dead travel until the at least one pressure relief bore 32 is sealed / closed by means of the at least one adjustable piston 34 and a build-up of the threshold pressure in the master brake cylinder 18. As a rule, the normal dead path is shorter than the initial dead path.By means of the positioning of the force transmission component 14 in its first desired starting position, which is carried out by the control device 10 / its electronic device 10 a, it is thus ensured that the force transmission component 14 only has to be adjusted by the normal dead travel before a pressure build-up can be effected in the master brake cylinder 18 and possibly also in the at least one brake circuit 28 connected thereto by means of a further adjustment of the force transmission component 14 in the braking direction 16. The positioning of the force transmission component 14 in its first desired starting position effected by means of the control device 10 / its electronic device 10 ain particular ensures that the at least one pressure relief bore 32 can be closed exclusively by means of the adjustment of the force transmission component 14 by only the normal dead travel. The positioning of the force transmission component 14 in its first setpoint starting position thus shortens an adjustment travel of the force transmission component 14 to be carried out for triggering a pressure increase in the master brake cylinder 18 and possibly also in the at least one brake circuit 28. Furthermore, the control device 10 / its electronic device 10 areducing that, independently of the actual unactuated starting position of the respective force transmission component 14, which may vary due to component tolerances / component tolerances and / or aging effects, a driver braking into the brake system generally / mostly "feels" the normal dead travel, and thus has an advantageous and constant brake actuation feeling / pedal feeling. The control device 10 / its electronic device 10 atherefore improves driving comfort or braking comfort for the driver.The above-described advantageous configuration / programming of the control device 10 / its electronic device 10 aalso reduces the production costs of the brake system interacting therewith. Since the control device 10 / the electronic device 10 asets the normal dead travel executed by the brake system "automatically" at a driver braking force equal to zero and at a (simultaneous) engine force equal to zero (almost) independently of the actual unactuated starting position of the respective force transmission component 14, the processes still necessary according to the prior art of pre-measuring the starting dead travel of the force transmission component 14, a possible length change / compression of the force transmission component 14 for changing the starting dead travel and a post-measuring the starting dead travel changed by means of the length change / compression of the force transmission component 14 are omitted during the production of the brake system. This contributes to cost saving in manufacturing the brake system.Preferably, the electronic device 10 ais designed and / or programmed to position the force transmission component 14 in its last-determined first desired initial position by means of the motor force of the brake booster 12 actuated by the electronic device 10 aafter each braking of the vehicle effected at least partially by means of the motor force and / or the driver brake force. In this way, the control device 10 / its electronic device 10 a(automatically) ensures that, for carrying out a later braking operation, only the normal dead travel for closing the at least one pressure relief bore 32 has to be overcome. Thus, when the subsequent braking is carried out relatively early, a brake pressure sufficient for the desired braking of the vehicle can be achieved in the wheel brake cylinders 30 of the brake system by means of the driver brake force and / or the engine force.The electronic device 10 ais preferably additionally designed and / or programmed to determine a second desired starting position of the force transmission component 14 taking into account the position information ascertained for the limit position and a predefined or defined emergency brake dead travel. The emergency braking dead path is preferably shorter than the normal dead path. The second desired starting position is understood to mean a position of the force transmission component 14, from which the force transmission component 14, which is adjusted by (exclusively) an adjustment travel equal to the emergency braking dead travel, is transferred into its limit position. The second desired starting position of the force transmission component 14 can be understood to mean a second offset or a second reference point from which the force transmission component 14 is transferred into its limit position by means of its adjustment about (exclusively) the emergency braking dead travel.The advantageous embodiment of the control device 10 / its electronic device 10 adescribed here thus enables a prepositioning of the force transmission component 14 in its second desired starting position in such a way that, in the case of a later emergency braking, only the emergency braking dead path (shorter than the normal dead path) is to be overcome until the at least one pressure relief bore 32 is sealed / closed by means of the at least one adjustable piston 34 and the threshold pressure in the master brake cylinder 18 has to be built up, and therefore the emergency braking can be effected more quickly. A further advantage is that the prepositioning of the force transmission component 14 in the previously determined second desired starting position is not / hardly perceptible to the driver requesting the emergency braking by means of his actuation of the brake actuation element on the basis of his attention directed to the emergency braking situation. The driver merely has the positive impression that he can transfer his vehicle to standstill at an early stage, in particular in the case of emergency braking.The electronic device 10 acan be designed and / or programmed, for example, whenever the driver of the vehicle, an automatic driving system of the vehicle and / or an emergency braking system of the vehicle activates an emergency signal 40 to the electronic device 10 aand / or whenever a release speed of an accelerator pedal (not shown) of the vehicle lies outside a predefined normal range, to position the force transmission component 14 into its second desired starting position by means of the engine force of the brake booster 12 / of its engine 12 acontrolled by the electronic device 10 a. The driver, the automatic driving system and / or the emergency braking system can then use the "dead travel shortening" effected by means of the electronic device 10 ato more quickly effect the possibly subsequent emergency braking. The design / programming of the electronic device 10 adescribed here thus also increases a safety standard of the vehicle equipped with the control device 10.In an advantageous embodiment of the control device 10 described here, its electronic device 10 ais also designed and / or programmed to re-determine or re-determine the position specification for the limit position of the force transmission component 14, the first desired starting position and / or the second desired starting position at the beginning of a journey of the vehicle and / or according to a predefined or defined repetition frequency. Since only the threshold pressure in master brake cylinder 18 is to be built up for determining the variables / values mentioned here, the driver does not / hardly notice the processes for determining the variables / values that are controlled by electronics device 10 a. At the same time, the design of the control device 10 described here enables a constant braking behavior of the brake system interacting with the control device 10 over its entire product lifetime. Aging / wear of components of the brake system may be compensated for over the entire product life of the brake system even if the actual aging / wear of the brake system leads to a change in the initial dead path. As a development, the electronic device 10 acan additionally be designed and / or programmed to self-define the repetition frequency. For example, whenever a difference above a predefined maximum difference is determined between two successively determined values for the position indication, an intermediate time until the next determination of the position indication can be shortened.As a further advantageous development, the electronic device 10 acan also be designed and / or programmed to read out from at least one information signal (not shown) from an input device (not shown) of the control device's own or external input device with respect to an input made at the input device by a user, such as in particular the driver, a normal dead path predefined by the user and / or an emergency braking dead path predefined by the user. In this case, the driver can select the normal dead path and / or the emergency braking dead path itself according to his needs / preferences.FIG. 2 shows a flow chart for explaining an embodiment of the method for operating a braking system of a vehicle equipped with a motorized brake booster.The executable nature of the method described below for operating a brake system of a vehicle / motor vehicle equipped with a motorized brake booster is not limited to any particular brake system type or to any particular vehicle type / motor vehicle type.In a method step S 1, the brake booster / its motor is actuated in such a way that a force transmission component, which is adjustable both by means of a motor force of the brake booster and by means of a driver brake force exerted on a brake actuating element of the brake system, is set into an adjusting movement by means of the motor force. In a further method step S 2, a position indication for a limit position of the force transmission component is determined, at which a measured or estimated pressure in a master brake cylinder arranged downstream of the force transmission component (with a high probability) is equal to a predefined threshold pressure. For this purpose, during the adjusting movement of the force transmission component (triggered by method step S 1), at least one pressure present in the master brake cylinder of the brake system is measured. Method step S 2 can thus be carried out simultaneously or overlapping in time with method step S 1. Examples of the position information ascertained in method step S 2 have already been explained above.Subsequently, in a method step S 3, a first desired starting position of the force transmission component is determined, from which the force transmission component adjusted by an adjustment travel equal to a predetermined or defined normal dead travel is transferred into its limit position. The determination of the first desired starting position of the force transmission component takes place taking into account the position indication determined for the limit position and the normal dead travel.The force transmission component is then positioned in its first desired starting position by means of the motor force of the brake booster (method step S 4). Thus, carrying out the method described here also brings about the advantages explained above.Optionally, in a method step S 5, a second desired starting position of the force transmission component can be determined, from which the force transmission component adjusted by an adjustment travel equal to a predefined or defined emergency braking dead travel is transferred into its limit position. If necessary, in a method step S 6, the force transmission component can then be positioned in its second desired starting position by means of the engine force of the brake booster, in order to make it possible for emergency braking that may actually be requested to be carried out earlier. Method step S 6 is preferably executed whenever a driver of the vehicle, an automatic driving system of the vehicle and / or an emergency braking system of the vehicle activates an emergency signal and / or whenever a release speed of an accelerator pedal of the vehicle is outside a predefined normal range.References included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 10 2020 209 996 A1

[0002]

Claims

Control device (10) for a brake system of a vehicle equipped with a motorized brake booster (12), having: an electronic device (10a) which is designed and / or programmed to actuate the brake booster (12) in such a way that a force transmission component (14), which is adjustable both by means of a motor force of the brake booster (12) and by means of a driver brake force exerted on a brake actuating element of the brake system, can be set into an adjusting movement by means of the motor force; characterized in that the electronic device (10a) is additionally designed and / or programmed to: - determine a position indication for a limit position of the force transmission component (14), at which a measured or estimated pressure in the master brake cylinder (18), at which the master brake cylinder (18) is equal to a predetermined threshold pressure, measured during the adjusting movement of the force transmission component (14) in a master brake cylinder (18) arranged downstream of the force transmission component (14) and provided to the electronic device (10a); and - determine a first target starting position of the force transmission component (14), from which the force transmission component (14) adjusted by an adjusting distance equal to the normal dead distance is transferred to its limit position, taking into account the position indication determined for the limit position and a predetermined or predetermined normal dead distance; wherein the force transmission component (14) can be positioned in its first desired starting position by means of the motor force of the brake booster (12) controlled by the electronic device (10a).Control device (10) according to Claim 1, wherein the electronic device (10a) is designed and / or programmed to position the force transmission component (14) in its last-determined first desired initial position after each braking of the vehicle effected at least partially by means of the engine force and / or the driver braking force, by means of the engine force of the brake booster (12) actuated by the electronic device (10a).Control device (10) according to Claim 1 or 2, wherein the electronic device (10a) is additionally designed and / or programmed to determine a second desired starting position of the force transmission component (14), from which the force transmission component (14) adjusted by an adjustment path equal to the emergency braking dead path is transferred into its limit position, taking into account the position indication determined for the limit position and a predefined or defined emergency braking dead path.Control device (10) according to Claim 3, wherein the electronic device (10a) is additionally designed and / or programmed to position the force transmission component (14) in its second desired starting position by means of the motor force of the brake booster (12) actuated by the electronic device (10a) if a driver of the vehicle, an automatic driving system of the vehicle and / or an emergency braking system of the vehicle activates an emergency signal (40) to the electronic device (10a) and / or if a release speed of an accelerator pedal of the vehicle lies outside a predefined normal range.Control device (10) according to one of the preceding claims, wherein the electronic device (10a) is designed and / or programmed to re-determine or re-determine the position indication for the limit position of the force transmission component (14), the first desired starting position and / or the second desired starting position at the beginning of a journey of the vehicle and / or according to a predefined or defined repetition frequency.Control device (10) according to one of the preceding claims, wherein the electronic device (10a) is designed and / or programmed to read out a normal dead path predefined by the user and / or an emergency braking dead path predefined by the user from at least one information signal from an input device inherent to the control device or external with respect to an input by a user made at the input device.Control device (10) according to one of the preceding claims, wherein the electronic device (10a) is designed and / or programmed to determine, as position indication for the limit position of the force transmission component (14), an initial dead travel of the force transmission component (14), which is present in its unactuated initial position at a driver braking force equal to zero and in its unactuated initial position at an engine force equal to zero, from which the force transmission component (14), which is adjusted by an adjustment travel equal to the initial dead travel, is transferred into its limit position.Control device (10) according to one of the preceding claims, wherein a threshold pressure of 0.1 bar is present in the master brake cylinder (18) when the force transmission component (14) is in its limit position.Brake system for a vehicle, having: a control device (10) according to one of the preceding claims; the motorized brake booster (12) which can be actuated by means of the control device (10); the brake actuating element; the force transmission component (14) which can be adjusted both by means of the motor force of the brake booster (12) and by means of the driver brake force exerted on the brake actuating element; the master brake cylinder (18) which is arranged downstream of the force transmission component (14); and at least one pressure sensor (26), by means of which a pressure present in the master brake cylinder (18) can be measured and made available to the electronic device (10a) of the control device (10).The brake system of claim 9, wherein the force transmitting component (14) is an output piston (14) of the brake booster (12).Method for operating a brake system of a vehicle equipped with a motorized brake booster (12), having the step: actuating the brake booster (12) in such a way that a force transmission component (14), which can be adjusted both by means of an engine force of the brake booster (12) and by means of a driver brake force exerted on a brake actuating element of the brake system, is set into an adjusting movement (S1) by means of the engine force; characterized bythe steps: ascertaining a position specification for a limit position of the force transmission component (14), at which a measured or estimated pressure in a master brake cylinder (18) of the brake system arranged downstream of the force transmission component (14) is equal to a predefined threshold pressure, on the basis of at least one pressure (S2) measured in the master brake cylinder (18) during the adjusting movement of the force transmission component (14); determining a first setpoint output position of the force transmission component (14), from which the force transmission component (14) adjusted by an adjustment travel equal to a predefined or defined normal dead travel is transferred into its limit position, taking into account the position indication determined for the limit position and the normal dead travel (S 3); and positioning the force transmission component (14) in its first setpoint output position by means of the motor force of the brake booster (12) (S 4).

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