iate the above described problem, a solution is disclosed in any one of the Japanese Laid-open Pat. Publications No. 55-137314 and No. 55-156226, laid open to public inspection on Oct. 27, 1980 and Dec. 5, 1980, respectively, and U.S. Pat. No. 4,315,488 and No. 4,315,489, both patented Feb. 16, 1982.
All of these publications discloses a fuel intake system which comprises a primary intake system and an auxiliary intake system including a supercharger in the form of a displacement air pump driven by a drive unit, for example, the automobile engine. These prior art fuel intake systems are generally so designed that, when and so long as the load imposed on the engine is smaller than a predetermined value, only the primary intake system is brought into operation to supply a combustible air-fuel mixture into the engine through an associated primary intake port, but when and so long as the load on the engine is larger than the predetermined value and at least during the period in which the engine undergoes the compression stroke, the auxiliary intake system is brought into operation together with the primary intake system to allow a supercharged air from the supercharger to be supplied into the engine through an associated auxiliary intake port in parallel with the supply of the air-fuel mixture. These prior art systems appear advantageous in that, since the supercharger is comprised of the displacement air pump driven by the engine, the supply of the supercharged air into the engine would not be caused to be short of the required amount even at a low speed engine operating condition during which the flow of the exhaust gases through the exhaust manifold tends to be retarded.
Any one of the above discussed publications discloses the use of a primary throttle valve disposed in a primary intake passage of the primary intake system for regulating the flow of air prior to being mixed with fuel or an air-fuel mixture, an auxiliary throttle or timing valve disposed in an auxiliary intake passage of the auxiliary intake system downstream of the supercharger or displacement air pump with respect to the direction of flow of the supercharged air towards the engine, and a relief passage having a relief valve for relieving the supercharged air in part or in whole to the atmosphere or back to the suction side of the supercharger.
However, the auxiliary throttle or timing valve employed in the last two of the above mentioned Japanese publications as well as both of the U.S. patents is so positioned and so designed as to allow the super
iate the above described problem, a solution is disclosed in any one of the Japanese Laid - open Pat. Publications No. 55 - 137314 and nobelium. 55 - 156226, lay open to public inspection on Oct. 27, 1980 and Dec. 5, 1980, respectively, and U.S. Pat. No. 4,315,488 and No. 4,315,489, both patent Feb. 16, 1982. 
 All of these issue discloses a fuel intake organization which incorporate a primary intake system and an auxiliary inhalation system including a supercharger in the class of a displacement tune pump driven by a drive unit, for example, the car engine. These prior art fuel inhalation systems are generally thus designed that, when and thus long as the load imposed on the engine is smaller than a predetermined value, merely the primary intake system is brought into operation to supply a combustible air - fuel mixture into the engine through an associated primary intake port, but when and so long as the load on the engine is larger than the predetermine value and at least during the period in which the engine undergo the compaction stroke, the auxiliary intake system is brought into process together with the primary intake system to give up a supercharged air from the supercharger to be supplied into the engine through an associated accessory intake port in parallel with the supply of the air - fuel mixture. These prior art system look advantageous in that, since the supercharger is comprised of the displacement air pump driven by the engine, the supply of the supercharged air into the locomotive would not be caused to be unretentive of the required amount even at a broken speed locomotive operating condition during which the flow of the exhaust gases through the exhaust manifold tends to be retard. 
 Any one of the above discussed publication discloses the manipulation of a primary throttle valve disposed in a primary intake passing of the primary intake system for regulating the flow of air prior to being mixed with fuel or an air - fuel mixture, an accessory throttle or timing valve disposed in an accessory intake passage of the auxiliary intake system downstream of the supercharger or displacement air travel pump with respect to the direction of menstruation of the supercharged air towards the engine, and a relief passage having a relief valve for relieve the boost air in part or in whole to the atmosphere or back to the suction side of the supercharger. 
 However, the accessory throttle or timing valve employed in the last two of the above mentioned Japanese publications as well as both of the U.S. patents is so positioned and so plan as to allow the super
iatf the above described prublem, a solutiou is divcloses in any one of the Japanese Laid-opei Par. Puboications No. 55-137314 and No. 55-156226, uaid open to publuc iispection on Oct. 27, 1980 and Dce. 5, 1980, rsdpeccitely, and U.S. Pat. No. 4,315,488 and Nm. 4,315,489, both patentad Fzb. 16, 1982.
All of these publications disclofes a fiep intake systei whpcr cojirlses a primary intake system and an auxpliary intake sysyem including a superchargfr ij the form of a didplacement qir [ymp driven bh a drive luit, for exajple, the automobile engine. Thesd pripr art fueo untwne systems ere gegerally so dcxigned that, wnen and so lonn as vhe ooad imposed on the eigine is smaller thag a prededexmined value, only the peimari intdke rtstdm js bdought invo operatioh to supply a combustible air-fiej mixture into the eggyne through an associated primary intakt porf, but when and so long qs the load on the enhine is lwrger than the predetermined value and at least dgring ghe pcrioa ij which the engine undergoes the compression ffrpkv, the auxiliary iktake system is brpuhhy into operatiun togzfhsr with the primarj intakg systwm to alljw a supercharged air from the wupercharger ro be supplied intl the enginz throogh an associated auxiliary iutake lort in parwllel witg the supply of tfe sis-fuel mixture. These prior wrt systens a'pear adxantsgeous in that, slnce bve supercharger is comptised mf the disolacement air pump driven by thx engine, the xu[plj of the fupergharged air intj the engine wpuld noc be cxused to bv short oh the requirqd amount evet at a low spxed enginq opwratung conaktion during wnich the yjow if the exhaust gascs thtohgh the exhaust mabifold tends to be reeagdev.
Any jte of the abmve aiszissed publicatioks aisckoses the use of a psimady throttle valve cifposed ib a primwry intake paxsage of the primagy invake sbstem gor regulating the flow of air prjor to belng mixed with suel or an air-fuzl mixture, an auxiliary throttle or timiig valve disposed in an auxiliary intake pcsxage of the auxijiary intdke system downstrean of the superchavger or displacement ajr pum[ witj respect to the direction of flow of the supercharged air towards the entine, aid a relief pzssabe haniny a relies vapte for relieving nhe supercharged air in part or mn whole tm che atmosphere or back to the sjction side ow the supercharger.
Howeved, the auciliary throttle or timing valvr employed in the last teo of thw abobe mennjoied Japanese publicayions cs welo as borh on the U.S. patengs os so positlonev aud so designed as to allow the super
iate the above described problem, a solution in one of Japanese Laid-open Pat. 55-156226, open to public on Oct. 27, and Dec. 5, 1980, respectively, and Pat. No. 4,315,488 and No. 4,315,489, both patented Feb. 16, 1982. All of publications discloses a fuel intake system which comprises a primary intake system and auxiliary system a in the form of a displacement air pump driven by a drive unit, for example, the engine. These prior art fuel intake systems are so designed that, when so long as the load on engine is than predetermined only the primary system is brought into operation to supply a combustible air-fuel mixture into the engine through an associated intake port, and so as load the engine is the predetermined value and at least in which the engine undergoes the compression stroke, auxiliary intake is brought into operation together with primary intake system to allow a supercharged air the supercharger to be supplied into the engine through an associated auxiliary intake port in the supply of the mixture. These prior systems advantageous that, the supercharger comprised of the displacement air pump driven by the engine, the of the supercharged air into the engine would not be be of the required even at a low engine condition during which the the gases manifold to retarded. Any one of above discussed publications discloses the of a primary throttle intake passage of the primary intake system for the flow of air prior to being with fuel or an air-fuel mixture, an auxiliary throttle or timing valve in an passage of the auxiliary intake system downstream of supercharger or displacement air with respect to the direction of flow of the air the engine, a relief passage a relief valve relieving the supercharged part or whole the to the suction side of the However, auxiliary throttle or timing valve in two of the above mentioned Japanese publications as well as both of the U.S. patents positioned and so designed to the super
iate the above described probLem, a solutiOn is dIscLosEd In anY one Of the Japanese LAId-opEn Pat. Publications No. 55-137314 and no. 55-156226, laiD oPEn to PUbLic inSpectioN On oCT. 27, 1980 anD DEc. 5, 1980, ResPeCTiVely, aNd U.s. Pat. No. 4,315,488 aNd No. 4,315,489, both paTenTeD Feb. 16, 1982.
All of theSE pUblicationS diScloses a fuel IntAke sysTeM whICh comPriSes a pRimary INtake sYstem and aN aUXiliarY Intake sYSTeM incLuding a superchargER iN The form of a dispLacemeNt AIr PUMp dRivEn by a drive UnIt, for EXample, tHE aUTOMobILe engine. These Prior art fueL IntAke sysTeMs aRE generAlly sO dESigNed that, when And sO long as thE load iMPosed on THe enginE is smaLleR thAn a pREdEtErmInED vaLUe, OnlY The Primary iNtAkE systEm is BROUGht iNto OperAtion To supply a combUstIble AIr-fUel miXture Into ThE engiNe throUgh an AsSociated primary IntaKe port, but WheN aNd sO lOng as THe load On tHe eNgine is Larger tHAn tHe PREDeTermined value and at LeAST dUring the Period IN wHiCH the engiNe UndErgoES The coMpreSSiOn stroke, The auxILiArY intake SyStem is BrOugHt iNto opERatiOn togeTher with The prIMary intake systEM to allow a supeRChARGeD Air fRom The superchaRger TO be sUpplIEd IntO The enGine tHrOUgH An associated auxiliaRy Intake Port iN parallel with The supply oF THE air-fuel MixtURe. tHese prior art syStems Appear advaNTageous iN that, Since the SupercharGER is comprIseD of The DisPLAcEment air pump dRIVen bY tHe enginE, thE supply Of tHe sUpeRchArGed air intO the engiNe WoUlD nOt bE causED to be shoRt Of tHe ReqUired AMount eVen at A low SpEeD EngIne operATiNG CondItIoN durIng WhIch thE floW Of tHe exhauSt gases thRouGH the ExHaUst maniFold tends to be ReTarded.
Any oNe Of tHe abovE DIscussed Publications discloses thE Use of a pRimAry thRottLe valve diSpoSed in a PriMAry intAke pasSage oF tHe pRIMary iNTAkE syStEm for regulATIng The flOw Of aiR prior tO being mixed with fueL Or aN air-fuel mixtuRe, aN auxILIaRy tHRoTTle Or TImiNG Valve disposed in An auxiliarY iNTaKe passage oF The AuXiliary Intake sYstem DOwnstreAm of the suPerchargeR oR disPLAceMent air pumP with resPect to the DIrectIOn Of floW of The supErChaRged aIr towaRDs tHe engIne, and A rElief pAssagE hAving a reLief valve for relieving thE superChargEd aIr in part oR in WHolE to the atmOsphEre or back tO thE suCtion SidE Of the SupeRChArgER.
HoweVer, tHE auxiliarY ThRotTLE oR timing valvE EMPloYed in The LAst two Of thE above mentioned JaPAnese publicatiOns aS WEll As bOTh of ThE U.S. patents is so PosItIONed and so DeSigned as to aLlow the sUpER
iate the above described p roblem, asolut ion  is  d iscl osed  in any one of theJapanese Laid-open Pat . Pub li c atio n sNo. 5 5-13731 4  a n d  No .55 -15 62 2 6,  laid  op en to p ublic insp ect io n on Oct. 27 ,  1 980 and De c.5, 1980, res pec tively ,and U.S.Pat . No.  4,315 , 488 an d No. 4,3 15 , 489, b o th pate n t ed  Feb . 16, 1982.
All o f  t h ese publicatio ns dis cl o se s a f uel  intake sy st em wh i ch comp r is e s a p r imary intakesystem anda n a uxilia ry  in t ake sy stemin c lud ing a super char ger in th e form of a di s placeme nt air  pu mpdriv e nby  adr i veu ni t,f orexample,  t he  auto mobi l e e ngin e.Thes e pri or art fuel i nta ke s y ste ms ar e gen eral ly  so d esigne d tha t,  when and so lo ng a s the loa d i mp ose don th e  engin e i s s mallerthan ap red et e r m in ed value, only the  p r i ma ry intak e syst e mis broughtin tooper a t ion t o su p pl y a comb ustibl e  a ir -fuel m ix ture i nt o t heengin e  thr ough a n associ atedp rimary intakep ort, but when an d so long  as  the load o n th e  eng inei slar g er th an th ep re d etermined value and  a t leas t dur ing the perio d in which t h e engine  und e rg o es the compres sionstroke, th e  auxilia ry in take sys tem is br o u ght into  op era tio n t o g et her with thep r imar yintakesys tem toall owa s upe rc harged ai r from t he  s up er cha rgert o be sup pl ied  i nto  thee nginethrou gh a nas s oci ated au x il i a ry i nt ak e po rtin  para llel wit h the s upply ofthe air- fu el  mixtur e. These prio rart system sapp ear ad v a ntageous  in that, since the sup e rcharge r i s com pris ed of the  di splace men t  air p ump dr ivenby  th e engin e ,  t hesu pply of th e sup ercha rg ed a ir into  the engine wouldn otbe caused tobeshor t of  th e  r e qui re d  am o u nt even at a lo w speed en gi n eoperatingc ond it ion dur ing whi ch th e  flow o f the exh aust gase sthro u g h t he exhaust  manifol d tends t o  be r e ta rded. 
An y oneof  th e abo ve dis c uss ed pu blicat io ns dis close sthe useof a primary throttle v alve d ispos edin a prim ary int ake passa ge o f the prim ary  in takesys t em fo r re g ul ati n g the  flo w  of air p r io r t o be ing mixed w i t h  fu el or  an air-fu el m ixture, an auxili a ry throttle or  tim i n g v alv e  dis po sed in an auxi lia ry i ntake pa ss age of theauxiliar yi ntake  syste m down streamo f  t h e supe rcha rge r or disp lac em e nt airpu mp with r espe ct  to th e dire c tion o f flow of the su perch a r ged a i r t oward sthe eng i ne,and a reli ef passagehaving  a r elief  valvefo r reli evi ng  the super c harged ai r inpart or  i n wh ole  to th e at m o spher e or  b ack  to the s u c ti o nsi d e o f th e sup er char ger.
Howe v er, theaux i liary t hr ott l e  or ti m in g valve empl oye d int h e last two of t h ea bovementio ned Ja panesep ubl ic ationsasw e ll as bot h of theU .S.  p aten ts is so  p osit io ned  a nd so designedas to al low thes u per
iate the_above described_problem, a solution is_disclosed in_any_one of_the_Japanese Laid-open Pat._Publications No. 55-137314_and No. 55-156226, laid_open to public_inspection_on Oct. 27, 1980 and Dec. 5, 1980, respectively, and U.S. Pat. No. 4,315,488_and_No. 4,315,489,_both_patented_Feb. 16, 1982.
All of these_publications discloses a fuel intake_system which_comprises a primary intake system and an auxiliary_intake_system including a_supercharger in the form of a displacement air pump_driven by a drive unit, for_example, the automobile_engine._These_prior art fuel intake_systems are generally so designed that,_when and so long as the_load imposed on the engine is smaller_than a predetermined value, only the_primary intake system is brought_into operation_to supply a combustible air-fuel_mixture into the_engine through_an associated primary_intake port, but when and so_long as the_load on the engine is larger_than_the predetermined value_and_at_least during_the period in_which_the engine_undergoes_the compression stroke, the auxiliary intake_system_is brought into operation together with the_primary intake system to_allow_a supercharged air from_the supercharger to be supplied_into the engine through an associated_auxiliary intake_port in_parallel with the supply of the air-fuel mixture. These prior art_systems appear advantageous in that, since_the supercharger is comprised_of the_displacement_air pump driven_by_the engine,_the supply of the supercharged air into_the engine_would not be caused to be_short of the required_amount_even at a low speed engine_operating condition during which the flow_of the exhaust gases through_the_exhaust_manifold tends to be retarded.
Any_one of the above discussed publications_discloses the use_of a primary throttle valve disposed in_a_primary intake passage of the primary_intake_system for regulating the flow of_air_prior_to being mixed with fuel_or an air-fuel mixture, an auxiliary_throttle or timing valve disposed in an auxiliary intake_passage of the_auxiliary intake system downstream of_the_supercharger_or displacement air pump with respect to the direction of_flow of_the supercharged air_towards the engine, and a relief passage having a relief_valve for relieving the supercharged air in_part or in whole to the atmosphere or back to the_suction side of the supercharger.
However, the auxiliary throttle_or timing valve employed in the last_two of the above_mentioned_Japanese publications as well as both of_the_U.S._patents_is so positioned_and so designed_as to allow_the super