in accordance with the present invention , a catalyzer is recommended as the means for oxidizing the mixture of the combustion fuel vapor and the oxygen remainder portion which is contained in the exhaust gas , the catalyzer being disposed downstream of the output valve yet upstream of the turbine of the charger . the catalyzer can be configured such that , in addition to its oxidation capacity for hg and co , the catalyzer also possesses a potential for reducing no x . with respect to charged diesel internal combustion engines , a problem exists in the response relationship of the exhaust gas turbo charger and the thereto - coupled combustion engine . as a result of their high power density and their favorable working efficiency , charged or loaded combustion engines are deployed in a wide range of uses which require high performance and cost effectiveness with a relatively small space requirement . thus , above all , such engines have found use in motor vehicle applications and , especially , in diesel powered applications . the problem which exists , however , with respect to motor vehicles , is the pronounced intermittent operation of the motor . this produces above all problems with the acceleration process : since the turbo charger does not yet have access to the energy which it requires for the compressor on the suction side , due to the non - availability of the exhaust gas , the operation leads to a so - called diesel hole ; that is , the motor has , at that moment , insufficient air available such that the air ratio lambda abruptly declines and the fuel is no longer completely combusted . in addition to the extended fall off in performance , there exists with the short - term too low of an air ratio — especially with respect to diesel motors — the undesired side effect of soot impact . the inventive method provides a solution to these problems through an increase in the gas energy . current injector systems such as the common rail injection systems , guarantee a uniformly high injection pressure over the entire working stroke of the cylinder , electronic freely selectable injection time points , and differing injections . these possibilities are put to good advantage in that , in accordance with the present invention , following the principal injection , a second , very late follow on injection is performed . typically , a follow on injection is used in order to oxidize , via the combustion resulting from the follow on injection , the soot particles which are built up during the principal injection thereby reducing particle emissions . in order to guarantee combustion of the drops of combustion fuel and to ensure their complete combustion , the point in time for the follow on injection is , in this connection , typically selected to be , at the latest , 20 ° degrees after the end of the principal injection . later injection time points up to around 90 ° degrees after dead center increase the soot emissions rapidly , due to the incomplete combustion of the injected combustion fuel drops . it is in this connection that the basic concept of the present invention provides a solution . if one is to select the time point of the follow on injection to be still later — thus , shortly before or even after the opening of the outlet or exhaust valve — there is no longer any combustion of the combustion fuel drops . it is much more the case that there occurs in the cylinder itself a vaporization as well as a formation of a homogeneous mixture of exhaust gas and combustion fuel vapor . the exhaust of a diesel motor still comprises sufficient oxygen for oxidation . due to the oxidation of the mixtures on the surfaces of a catalyzer during the exhaust stroke , the exhaust gas temperature and , as well , the exhaust gas pressure increase rapidly , both of which produce a higher exhaust gas energy which benefits the turbo charger in this manner : the charging pressure and the air relationship increase significantly . in connection with the homogeneous after burning , the particle as well as the no x emissions sink to a value below the respective particle and no x emissions values obtained by operating according to a method which does not include the extremely late follow on injection . the true advantage of the method of the present invention can be most clearly seen , however , in connection with intermittent motor operation : since the acceleration phase has already made available a higher loading pressure , the air relationship does not drop off as strongly and the soot impact is thereby clearly diminished . the combustion engine thus more quickly reaches the desired high load point . in order to avoid increased fuel consumption , the homogeneous after oxidation is only activated when it is required — that is , if soot impact is to be expected due to a positive load intervention or introduction . with respect to small turbo chargers , which are relatively more rapidly responsive , it is sufficient to only activate the follow on injection if a sudden load demand is placed on the combination . with respect to larger and , thereby , more substantially supportive turbo chargers , it makes sense that the follow on injection is constantly executed during idling and / or partial loading such that , in connection with a sudden load introduction , the higher turbo charger revolutions are already available as the engine response to the load introduction commences . the problem which can occur by implementation of the very late follow on injection is that , during a long weak or partial load phase such as , for example , during city driving , or in exhaust operation , the exhaust temperatures drop or sink very rapidly and are no longer sufficient to oxidize the gas mixture . in this connection , the exhaust gas temperatures should be sensed and the actuation of the homogeneous after oxidation should be controlled not only in dependence upon , or as a function of , the load point and / or the changes in the engine loading but , also , should be controlled in dependence upon the exhaust gas temperature . with respect to an exhaust gas temperature which is too low , an actuation of a follow on injection does not make sense as , in this situation , no oxidation of the injected carbon dioxide occurs anymore and this leads to an increase in the hydrocarbon emissions . in order to lower the start - up temperature , surfaces are provided in the series of exhaust gas components at a location upstream of the exhaust gas turbo charger , these surfaces possessing the capacity to oxidize hydrocarbons and carbon monoxide . these can , for example , be comprised of metallic catalyzer supports having a surface comprised of mixed oxides of the components a1 2 o 3 , tio 2 , wo 3 , v 2 o 5 , sio 2 , or zeolites . also , elements of the platinum group as well as cerium and zircon , possess a high capacity for oxidizing hydrocarbons . in order to further reduce the no x emissions , no x capture and retaining catalyzers can be arranged upstream of the turbo charger which , due to the high temperatures , can easily be regenerated . at the same time , it is possible to provide the exhaust gas - contacted portions of the exhaust gas series such as the inner surfaces of the cylinder head , the exhaust gas collector , the compressor housing as well as the valves , the valve shafts , and the compressor rotor , with a catalytically active coating for oxidizing hydrocarbons . through these measures , the hydrocarbons are not only oxidized in a homogeneous gas phase reaction but are also oxidized on the catalytically active surfaces as they are heated by the exothermic and heterogeneous reactions . due to the deployment of the catalyzers , the start - up temperature of the system is reduced from about 280 ° c . to under 200 ° c . if the motor is operated in the weakest load range such as , for example , in a passenger car or in a city transport bus , the temperature can drop below the above - noted 200 ° c . the control of the method can be effected by electronic control devices . in partial or weak loading , or , respectively , idling operation , the pumping or surging of the exhaust gas turbo charger must be prevented by suitable methods . this can be effected by blowing out the compressed loading air and / or by throttling of the intake or suction air . the implementation steps can , in any event , be used in order to oppose a too strong cooling off of the exhaust gases in the weak or partial load operation . in any event , it can be advisable to effect a monitoring of the rate of rotation of the exhaust gas turbo charger . the specification incorporates by reference the disclosure of german priority document 100 61 796 . 4 filed dec . 12 , 2000 . the present invention is , of course , in no way restricted to the specific disclosure of the specification and drawings , but also encompasses any modifications within the scope of the appended claims .