[ 0033 ] fig1 contains a series of diagrams which show the course of the evaluation of the raw ionic current signal is ( t ). the objective of the evaluation is to state a value , the knock integral value ki , which is proportional to the knocking intensity . the first diagram shows the raw ionic current signal is ( t ) from the ignition point zzp as it is sensed by the spark plugs serving as ionic current probes in the combustion chambers of an internal combustion engine . the raw ionic current signal is ( t ) consists of a plurality of signal portions . starting from the ignition point , signal portions are measured which are generally referred to as ignition faults , and which have no significance for the evaluation . after that , a first maximum is measured , which can be attributed to the combustion process . a second maximum is then measured which is proportional to the pressure and temperature of the combustion . knocking combustion expresses itself in the form of peaks of intensity on the falling flank after the second maximum of the ionic current signal . the second diagram shows the raw ionic current signal is ( t ) after it has been filtered by means of band filters , for example a high pass . here , d . c . voltage components are removed from the signal form , after which the filtered signal form only shows the oscillations of the combustion process and the knocking signal . the third diagram shows the filtered signal form after the windowing , which masks the oscillations of the combustion process , and as a result of which the signal form only shows the oscillations of the knocking signal . the fourth diagram shows the oscillation of the knocking signal after the signal form has been rectified . the fifth diagram shows the rectified form of the oscillation of the knocking signal after it has been integrated . the value of the integration , the knock integral value ki , is a measure of the intensity of the knocking . the investigation of combustion sequences has shown that an internal combustion engine develops its maximum power in full load operation in which low intensity knocking occurs . whereas this low intensity knocking does not damage the internal combustion engine in the long - term , high intensity knocking can lead to mechanical damage . it is therefore necessary to specify a threshold value for the assessment of the knock integral value up to which knocking is permitted in the internal combustion engine at full load operation without the ignition point being shifted towards the upper dead center . because of the chaotic nature of the combustion of the air / fuel mixture , the intensity of the form of the raw ionic current signal is ( t ) and thus also the knock integral value ki vary from one combustion process of a cylinder to the next . either the raw ionic current signal is ( t ) or the knock integral value ki can be normalized to avoid errors in the assessment of the knock integral value ki in comparison to the threshold value . optionally , either the ionic current integral value ii or the ionic current amplitude im from the second maximum of the raw ionic current signal is ( t ) is specified for the performance of the normalization . the normalized raw ionic current signal isn ( t ) can be formed optionally through the following operations : isn  ( t ) = is  ( t ) ii 1 . 1 . isn  ( t ) = is  ( t ) im 1 . 2 . the normalized knock integral value kin can be formed optionally through the following operations : through operations 1 . 1 to 2 . 2 , the current raw ionic current signal is ( t ) or the current knock integral value ki is normalized in each case . the ionic current amplitude im or the ionic current integral ii can be averaged if previous raw ionic current signals is ( t ) or previous knock integral values ki are also to be taken into consideration in the normalization of the raw ionic current signal is ( t ) or the knock integral value ki . this averaging can be advantageously performed as sliding averaging . in the case of sliding averaging , the average value of the ionic current amplitude { overscore ( im )} of the previous combustion stroke or the average value of the ionic current integral { overscore ( ii )} of the previous combustion stroke is subtracted from the current ionic current amplitude value im or from the current ionic current integral value ii , this difference is multiplied by two to minus a weighting factor k , and then this product is added to the average value of the ionic current amplitude { overscore ( im )} or the ionic current integral { overscore ( ii )} of the previous combustion strokes . the weighting factor k is a measure of how quickly the average value to be formed follows currently determined values , and how many previous combustion cycles are to be taken into consideration . the normalized raw ionic current signal isn ( t ), in which the previous raw ionic current signals is ( t ) are taken into consideration , can be formed optionally through the following operations : isn  ( t ) = is  ( t ) ii * ii _ 3 . 1 . isn  ( t ) = is  ( t ) im * m _ 3 . 2 . the normalized knock integral value kin , in which the previous knock integral values ki are taken into consideration , can be formed optionally through the following operations : kin = ki ii * ii _ 4 . 1 . kin = ki im * im _ 4 . 2 . [ 0050 ] fig2 shows the block logic diagram for forming the normalized knock integral value kin from the knock integral value ki taking the deviation of the ionic current integral ii from the average value of the ionic current integral { overscore ( ii )} into consideration . the normalized raw ionic current signal isn ( t ) or the normalized knock integral value kin enable the internal combustion engine , on account of the reliable assessment of the knock integral value ki in comparison to the threshold value , to develop its maximum power in full load operation without the fear of damage to the internal combustion engine through too severe knocking .