A fresh gas supply device for an internal combustion engine having an exhaust gas turbocharger includes a charge air inlet for taking in a compressed charge air flow from the exhaust gas turbocharger; an outlet which is connected to the charge air inlet via a valve section, said valve section being closed in a closed position by at least one flap valve which can be pivoted, preferably, about a flap rotational axis; an adjusting device which is coupled to the at least one flap valve for adjusting the same in the closing direction; and a compressed air inlet for taking in compressed air into the outlet. The compressed air inlet is arranged such that the compressed air is directed into a compressed air flow in the direction of the valve section to the at least one flap valve. A corresponding method for operating the fresh gas supply device is provided.

A fresh gas supply device for an internal combustion engine having an exhaust gas turbocharger includes a charge air inlet for taking in a compressed charge air flow from the exhaust gas turbocharger; an outlet which is connected to the charge air inlet via a valve section, said valve section being closed in a closed position by at least one flap valve which can be pivoted, preferably, about a flap rotational axis; an adjusting device which is coupled to the at least one flap valve for adjusting the same in the closing direction; and a compressed air inlet for taking in compressed air into the outlet. The compressed air inlet is arranged such that the compressed air is directed into a compressed air flow in the direction of the valve section to the at least one flap valve. A corresponding method for operating the fresh gas supply device is provided.

The invention relates a process for all internal combustion engines types to control the pressure and/or the temperature inside the combustion chamber at the time of ignition of combustion, despite that the air/fuel mixture is maintained close of stoichiometry ratio. It mainly based on high compression by an auxiliary compressor of air. This air is accumulated in a reservoir. The purpose is to have two sources of compressed air with a large gape of temperature, where one source is relatively cold and corresponding to the ambient environment, and the other source is relatively hot, heated by the heat energy recovered from exhaust gases. The intake compressed air is carried out with predetermined quantity from both sources as an injection into the cylinder which contains part of the burnt gases from the previous combustion cycle, kept with predetermined quantity. This is possible because the engine operates with a two-stroke cycle.

The invention relates a process for all internal combustion engines types to control the pressure and/or the temperature inside the combustion chamber at the time of ignition of combustion, despite that the air/fuel mixture is maintained close of stoichiometry ratio. It mainly based on high compression by an auxiliary compressor of air. This air is accumulated in a reservoir. The purpose is to have two sources of compressed air with a large gape of temperature, where one source is relatively cold and corresponding to the ambient environment, and the other source is relatively hot, heated by the heat energy recovered from exhaust gases. The intake compressed air is carried out with predetermined quantity from both sources as an injection into the cylinder which contains part of the burnt gases from the previous combustion cycle, kept with predetermined quantity. This is possible because the engine operates with a two-stroke cycle.

A process relating to a two-stroke cycle internal combustion engine to control the pressure and/or the temperature of the gaseous blend inside the combustion chamber at the time of ignition of combustion, while the air/fuel mixture is maintained close to the stoichiometric ratio. The process is mainly based on high compression by an auxiliary compressor of air that is accumulated in a reservoir. The compressed air is typically injected at two different temperatures, one being relatively cold and the other being relatively hot, as heated by the heat energy recovered from exhaust gases or heaters. The intake compressed air is carried out with predetermined quantity from both temperatures as an injection into the cylinder which already contains a predetermined quantity of the burnt gases from the previous combustion cycle.

A process relating to a two-stroke cycle internal combustion engine to control the pressure and/or the temperature of the gaseous blend inside the combustion chamber at the time of ignition of combustion, while the air/fuel mixture is maintained close to the stoichiometric ratio. The process is mainly based on high compression by an auxiliary compressor of air that is accumulated in a reservoir. The compressed air is typically injected at two different temperatures, one being relatively cold and the other being relatively hot, as heated by the heat energy recovered from exhaust gases or heaters. The intake compressed air is carried out with predetermined quantity from both temperatures as an injection into the cylinder which already contains a predetermined quantity of the burnt gases from the previous combustion cycle.