Title of Invention

AIR INTAKE MODULE

Abstract

An air intake module includes a housing, a plate, a plurality of components, a connector, and a plurality of wires. The housing defines an intake air passage for an engine. The plate is disposed within the housing. Each of the plurality of components includes a main body portion fixed to the plate, wherein the plurality of components is required to control the engine. A connector terminal set is provided correspondingly to lead terminal sets on the connector, wherein each of the lead terminal sets extends from the main body portion of a corresponding one of the plurality of components. Each of the plurality of wires connects a corresponding one of lead terminals in the lead terminal sets and a corresponding one of connector terminals in the connector terminal set.

Full Text

AIR INTAKE MODULE BACKGROUND OF THE INVENTION 1. Field of the Invention: The present invention relates to an air intake module in which an actuator, such as a motor, an intake air pressure sensor, an intake air temperature sensor, and a throttle opening angle sensor are mounted on a plate disposed within a lousing forming an intake air passage for an engine. 2. Description of Related Art: There has been conventionally known an intake air controller for an engine /vhich varies the opening angle (throttle opening angle) of a throttle valve based on an amount of accelerator operation by a driver, and which controls an amount of intake air (intake air amount) supplied into the combustion chamber of the engine. The throttle valve is contained within a throttle body having an intake air passage formed in the interior thereof such that the throttle valve can be opened and closed as required. At present, an air intake module is known in which the outer side wall of the throttle body is integrally formed with a coupling flange, and a box-type casing is clamped to the coupling flange. Also in the air intake module, a plurality of components are arranged within the casing (see, e.g., JP-A-2002-349397, pages 1 to 5, FIGS. 1 to 5). In the air intake module, an idle air control valve (hereinafter referred to as the valve), an actuator such as an electric motor, and various sensors (intake air temperature sensor, intake air pressure sensor, and throttle opening angle sensor) are arranged within the casing. Within the casing, the circuit board of an electronic control unit is held in engaged relation. To the circuit board, lead terminal sets extending from the respective main body portions of the actuator and the various sensors are connected. A connector in which connector terminal sets connected to wires (conductors) formed on the circuit board are compactly arranged is formed at the sidewall of the casing. The electrical bonding of the wires formed on the circuit board to individual lead terminals in the respective lead terminal sets of the actuator and the various sensors is implemented by soldering. In the case of an intake air controller for an engine, which is mounted on the vehicle of an automobile or the like, especially in the case of an air intake module, which is disposed to outwardly protrude from the outer sidewall of a throttle body, it greatly vibrates when the vibration of the engine and the vibration of the vehicle propagate. Thus, vibration resistance is required. Therefore, it is required to directly fix each of the components arranged within the casing to the throttle body or the like in addition to providing electrical connection with the circuit board. To satisfy the requirement, in the air intake module disclosed in JP-A-2002-349397, the respective main body portions of the actuator which drives the valve such that it is opened or closed and the various sensors are attached to a supporting block contained within the casing. In addition, an air bypass passage detouring the throttle valve over the three parts of the throttle body, the casing, and the supporting block is formed in the air intake module of JP-A-2002-349397. The air bypass passage is an intake air passage providing communication between a side upstream of the throttle valve in the direction of an intake air flow and a side downstream of the throttle valve in the direction of the intake airflow. However, in the structure of the air intake module disclosed in JP-A-2002-349397, the various sensors are fixed to the supporting block and electrical connection is provided with the circuit board. Consequently, the weight of the circuit board is applied to each of connector terminals (terminals) in connector terminal sets so that it is necessary to tightly fix the circuit board to the casing by using a plurality of clampinp screws or the like. As a result, a large number of clamping screws become necessary, and the problems may occur, such as an increased number of parts, an increased number of assembly steps, and increased manufacturing cost. In addition, there may be also the problem that the increased number of parts increases the physical size of the entire air intake module and it becomes difficult to reliably provide a sufficient mounting space. In addition, when the respective main body portions of the actuator and the various sensors are fixed to the supporting block, and then the circuit board is fixed to the casing in the air intake module disclosed in JP-A-2002-349397, a thermal stress (thermally developed force) resulting from a linear expansion coefficient difference between the supporting block and the circuit board acts on the soldered portions between the individual lead terminals in the respective lead terminal sets of the actuator and of the various sensors and the wires formed on the circuit board, and also acts on each of the connector terminals in the connector terminal sets. This leads to the problem that conduction defects are likely to occur between the individual lead terminals in the respective lead terminal sets of the actuator and of the various sensors and the wires formed on the circuit board, and between the wires formed on the circuit board and the individual connector terminals in the connector terminal sets of the connector. Moreover, in the air intake module disclosed in JP-A-2002-349397, there is formed an air bypass passage, which bypasses the throttle valve over the three parts, such as the throttle body, the casing, and the supporting block, and which connects to the intake air passage in the throttle body. As a result, the air bypass passage has a complicated configuration so that, to reliably provide a sufficient sealing property, the bonded end surface of the coupling flange of the throttle body, the bonded end surface of the casing, and the bonded end surface of the supporting block are each required to have high-precision flatness over a wide range. In addition, high molding accuracy is consequently required of each of the throttle body, the casing, and the supporting block so that the problem of degraded productivity of the air intake module occurs. SUMMARY OF THE INVENTION An object of the present invention is to provide an air intake module, which allows an improvement in the vibration resistance of each of the components required to control an engine. Another object of the present invention is to provide an air intake module with a reduced entire physical size such that a sufficient mounting space for mounting the air intake module can be easily obtained. To achieve the objective of the present invention, there is provided an air intake module, which includes a housing, a plate, a plurality of components, a connector, and a plurality of wires. The housing defines an intake air passage for an engine. The plate is disposed within the housing. Each of the plurality of components includes a main body portion fixed to the plate, wherein the plurality of components is required to control the engine. A connector terminal set is provided correspondingly to lead terminal sets on the connector, wherein each of the lead terminal sets extends from the main body portion of a corresponding one of the plurality of components. Each of the plurality of wires connects a corresponding one of lead terminals in the lead terminal sets and a corresponding one of connector terminals in the connector terminal set. BRIEF DESCRIPTION OF THE DRAWINGS The invention, together with additional objectives, features and advantages thereof, will be best understood from the following description, the appended claims and the accompanying drawings in which: FIG. 1 is a plan view showing the main structure of an air intake module according to a first embodiment of the present invention; FIG. 2 is a cross-sectional view showing the air intake module according to the first embodiment; FIG. 3 is a cross-sectional view showing the main structure of the air intake module according to the first embodiment; FIG. 4 is a cross-sectional view showing the air intake module according to the first embodiment; FIG. 5 is a plan view showing a case according to the first embodiment; FIG. 6 is a plan view showing the main structure of the air intake module according to the first embodiment; FIG. 7 is a schematic diagram showing the initially wound portions and lastly wound portions of magnet wires according to the first embodiment; FIG. 8 is a perspective view showing the main structure of an air intake module according to a second embodiment of the present invention; and FIG. 9 is a plan view showing the main structure of the air intake module according to the second embodiment. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS (First Embodiment) FIGS. 1 to 7 illustrate a first embodiment of the present invention, of which FIGS. 1 and 3 are views showing the main structure of an air intake module and FIGS. 2 and 4 show the air intake module. A control apparatus (engine control system) for an internal combustion engine of the present embodiment includes an electronically controlled fuel injection unit for supplying a fuel by injecting it toward a combustion chamber of an internal combustion engine, which is mounted in the vehicle e.g., a motor cycle or the like (e.g., single-cylinder four-cycle gasoline engine for a motorcycle: hereinafter referred to as the engine), an air intake module (intake air amount controller) incorporated in the air intake system of the engine, and an engine control unit (ECU) for controlling the individual systems in association. The electronically controlled fuel injection unit is a unit (system) which allows a fuel (e.g., gasoline) to be injected with an optimal timing by applying a given pressure to the fuel using an electrical fuel pump and sending it to an injector (electromagnetic fuel injection valve) via a fuel filter. The air intake module is a unit (system) which controls an amount of intake air (intake air amount) to be supplied into the combustion chamber of the engine based on an amount of throttle operation of a throttle operating part such as a throttle lever or throttle wheel of the vehicle of a motorcycle or the like. It is to be noted that, in a four wheel automobile, the amount of throttle operation corresponds to an amount of depressing on an accelerator pedal by a driver (amount of accelerator operation). The air intake module includes a housing incorporated midway in an engine air intake tube connected to the air intake port of the engine, first and second valves contained within the housing to be opened and closed, a plurality of components required for engine control (especially for fuel injection control and auxiliary intake air amount control), and a wire set consisting of a plurality of magnet wires three-dimensionally installed within the housing. As the first valve of the present embodiment, a throttle valve 1 driven to be opened (or driven to be closed) in accordance with an amount of throttle operation by a driver is used. The throttle valve 1 is integrally coupled to a shaft 2 extending in an axial direction. A bypass air valve 4 driven for opening and closing in accordance with the rotational force of an actuator 3 is used as the second valve. The actuator 3 and a sensor set (sensor unit) having various sensors are used as the plurality of components. In the present embodiment, the sensor set includes an intake air temperature sensor 5, an intake air pressure sensor 6, and a throttle opening angle sensor 7. The housing includes a cylindrical throttle body 8 composing a part of the engine air intake tube, a case 9 having a container shape, which is attached to the outer wall of the throttle body 8, and the like. Here, the throttle body 8 has a cylindrical portion (throttle bore wall portion) 11 internally defining an intake air passage (throttle bore) 10, which has a circular cross-sectional configuration, cylindrical bearing portions 12 provided on both sides of the cylindrical portion 11 in the axial direction orthogonal to the direction of an intake air flow. A plate 13 is fitted into the case 9, and the respective main body portions of the actuator 3, the intake air temperature sensor 5, the intake air pressure sensor 6, and the throttle opening angle sensor 7 are held on the plate 13 in fixed relation (i.e., the respective main body portions are held by and fixed to the plate 13). The lateral portion of the plate 13 is integrally formed with a connector housing (hereinafter referred to as the connector) 14, in which first and second connector terminal sets are concentratedly provided correspondingly to lead terminal sets, which extend from the respective main body portions of the actuator 3, the intake air temperature sensor 5, the intake air pressure sensor 6, and the throttle opening angle sensor 7. In the air intake module of the present embodiment, there is mounted the throttle valve 1, which is a butterfly-type valve contained within the throttle body 8 to be opened and closed. The throttle valve 1 regulates an amount of intake air into the combustion chamber of the engine in accordance with a change in rotation angle (valve opening angle, throttle opening angle) within a corresponding range of the rotation angle from a fully closed position, which minimizes the amount of intake air, to a fully opened position, which maximizes the amount of intake air. The shaft 2 is a valve shaft which performs a rotating operation integrally with the throttle valve 1. The both end portions in the axial direction of the shaft 2 are rotatably received in the bearing portions 12 provided on both sides of the cylindrical portion 11. One of the end portions in the axial direction of the shaft 2 extends through the throttle body 8 and the case 9 to be rotatably received within a hollow portion 16 formed in the throttle-body-side end surface of the plate 13. A permanent magnet (magnet) not shown is attached at the one end portion of the shaft 2 in the axial direction . The other end portion in the axial direction of the shaft 2 extends through the throttle body 8 to protrude to the outside. At the other end portion of the shaft 2 in the axial direction, an accelerator lever 17 is fastened by using a caulking tool or the like. Here, attached to the accelerator lever 17 is a wire cable moving in association with a throttle operating part such as a throttle lever or a throttle wheel. In the air intake module of the present embodiment, there is mounted the actuator 3, which operated to open and close the bypass air valve 4 as a valve body of an auxiliary intake air amount control valve (idle rotation speed control valve: ISCV). The actuator 3 is a stepping motor having a rotor core integrally formed with a rotor shaft 18, a stator core having first and second stator coils, and the like. The actuator 3 includes the main body portion (heavy-weight portion) having the rotor core, the stator core, and a cylindrical motor housing (or cylindrical yoke) 19, which surrounds the above rotor and stator cores. The rotor core is coupled to the outer periphery of the rotor shaft 18. A permanent magnet (magnet) is coupled to the outer periphery of the rotor core. The motor housing 19 is held in fixed relation on the inner periphery of the cylindrical portion 20 of the plate 13. A lead terminal set (light-weight portion lighter in weight than the main body portion) 61 as a motor lead terminal set extends from the outer periphery of the motor housing 19. The lead terminal set 61 includes a positive-pole-side lead terminal (plus-side motor lead terminal) connected to one of a pair of first lead terminal lines extending from a coil end of the first stator coil, a negative-pole-side lead terminal (minus-side motor lead terminal) connected to the other of the pair of first lead terminal lines, a positive-pole-side lead terminal (plus-side motor lead terminal) connected to one of a pair of second lead terminal lines extending from the coil end of the second statorcoil, and a negative-pole-side lead terminal (minus-side motor lead terminal) connected to the other of the pair of second lead terminal lines. In the air intake module of the present embodiment, there is mounted the bypass air valve 4, which constitutes the valve body (e.g., a poppet-type valve) of the auxiliary intake air amount control valve. The bypass air valve 4 controls the amount of intake air flowing in the bypass air passage 23 formed within the housing by that the bypass air valve 4 is engaged with and disengaged from a valve seat 21 formed integrally with the case 9 to change the aperture area of a valve hole 22 in the valve seat 21. The valve opening angle of the bypass air valve 4 is electronically controlled by the ECU in accordance with the operating state of the engine during the idle operation of the engine, i.e., while the throttle valve 1 is fully opened (when the throttle opening angle is 0%). Specifically, electric power supplied to the two stator coils of the actuator 3 is feedback-controlled such that the engine rotation speed substantially coincides with a objective idle rotation speed which is set in response to an engine load or on the warm-up state of the engine. In the air intake module of the present embodiment, there is mounted the intake air temperature sensor 5 for converting the temperature of intake air (intake air temperature), which is supplied into the combustion chamber of the engine, into an electric signal and outputting the electric signal to the ECU. The intake air temperature sensor 5 has a temperature sensing element, such as a thermistor, a resistance value of which changes in response to a change in intake air temperature. It is also possible to mount a temperature sensing circuit, which converts a change in the resistance value of the thermistor into a voltage signal, and which outputs the voltage signal to the ECU. The intake air temperature sensor 5 also has a thermistor portion 24, which is disposed to have a tip portion exposed to the intake air passage 10, and which has the thermistor embedded in an epoxy resin. In a resin housing (molding member) constituting the main body portion (heavy-weight portion) of the intake air temperature sensor 5, a pair of terminals are also embedded and the thermistor is fixed (electrically connected) between these terminals. The end portions of the pair of terminals, which are opposite to those on the thermistor side, extends from the resin housing as a lead terminal set (light- weight portion, which is lighter in weight than the main body portion) 62 serving as a temperature-sensor lead terminal set. The lead terminal set 62 includes an output-side lead terminal (temperature-sensor output terminal) connected to the output side of the thermistor and a power-source-side lead terminal (temperature-sensor power source terminal) connected to the power source side of the thermistor. Thus, the temperature sensor may be disposed on the plate 13 or within the case 19, and may have the temperature sensing element for sensing the temperature of the intake air into the engine. The temperature sensing element serves as at least one of the plurality of components. The main body portion (heavy-weight portion) of the temperature sensing element is fixed to the plate 13. The individual lead terminals in the lead terminal set 62 extending from the main body portion of the temperature sensing element are connected to the corresponding connector terminals in the connector terminal set of the connector 14 via at least two or more of the plurality of wires. In the air intake module of the present embodiment, there is mounted the intake air pressure sensor 6 for converting the pressure of the intake air (intake air pressure), which is supplied into the combustion chamber of the engine, into an electric signal, and for outputting the electric signal to the ECU. The intake air pressure sensor 6 has a pressure sensing element, such as a piezo-resistor element, which converts the pressure of the intake air introduced from an air introduction passage (sensing port) 25 into the electric signal, and also has a pressure sensing circuit, such as an amplifying circuit, for amplifying the electric signal outputted from the pressure sensing element. The pressure sensing element and the pressure sensing circuit are embedded in a resin housing (embedding member), which constitutes the main body portion (heavy-weight portion) of the intake air pressure sensor 6. A lead terminal set (light-weight portion which is lighter in weight than the main body portion) 63 serving as a pressure-sensor lead terminal set extends from the resin housing, in which the pressure sensing element and the pressure sensing circuit are embedded. The lead terminal set 63 includes a ground-side (GND-side) lead terminal (pressure-sensor GND terminal) connected to the ground terminal of the pressure sensing circuit, an output-side lead terminal (pressure-sensor output terminal) connected to the output terminal of the pressure sensing circuit, and a power-source-side lead terminal (pressure- sensor power source terminal) connected to the power source terminal of the pressure sensing circuit. Thus, the main body portion (heavy-weight portion) of the pressure sensing element is fixed to the plate. Also, the individual lead terminals in the lead terminal set 63 extending form the main body portion of the pressure sensing element are connected to the corresponding connector terminals in the connector terminal set of the connector 14 via at least two or more of the plurality of wires. The air intake module of the present embodiment is equipped with a non-contact rotation angle sensing unit for converting the rotation angle (valve opening angle, throttle opening angle) of the throttle valve 1 into an electric signal, and for outputting the degree of openness of the throttle valve 1 to the ECU. The rotation angle sensing unit includes the magnet, which is fixed to the one end portion of the shaft of the throttle valve 1 in the axial direction, and the throttle opening angle sensor 7 for forming a magnetic circuit in conjunction with the magnet. The throttle opening angle sensor 7 has a magnetic sensing circuit, which includes a pair of first and second yokes 31 and 32 magnetized by the magnet, and which includes a Hall IC 34 disposed in a magnetic sensing gap formed between the first and second yokes 31 and 32. Here, the magnetic sensing circuit may be disposed on the plate 13 or within the case 9, and may have the magnetic sensing element (non-contact magnetic sensing element such as, e.g., a Hall IC, a single Hall element, or a magnetic resistor element) for sensing the opening angle of the throttle valve. The magnetic sensing element serves as at least one of the plurality of components. The main body portion (heavy-weight portion) of the magnetic sensing element is fixed to the plate. The individual lead terminals in the lead terminal set extending from the main body portion of the magnetic sensing element are connected to the corresponding connector terminals in the connector terminal set of the connector via at least two or more of the plurality of wires. The Hall IC 34 is an IC (integrated circuit) in which a Hall element having the non-contact magnetic sensing element and an amplifier circuit are integrated, and which outputs a voltage signal corresponding to the density of a magnetic flux (density of a magnetic flux linking with the Hall IC 34) passing through the magnetic sensing gap formed between the pair of first and second yokes 31 and 32. The Hall IC 34 is embedded in a resin housing (embedding member) constituting the main body portion (heavy-weight portion) of the throttle opening angle sensor 7. A lead terminal set (light- weight portion which is lighter in weight than the main body portion) serving as a sensor lead terminal set extends from the resin housing, in which the Hall IC 34 is embedded. The lead terminal set 64 includes an output-side lead terminal (sensor output terminal), a ground-side (GND-side) lead terminal (sensor GND terminal), and a power-source-side lead terminal (sensor power source terminal). Besides the Hall IC 34, the magnetic sensing circuit also has two semiconductor elements (first and second capacitors) 35 and 36 for protecting the Hall IC 34 from an abrupt surge, such as static electricity or lightning. The first and second capacitors 35 and 36 are embedded in the first and second resin housings (embedding members) constituting the main body portion (heavy-weight portion) of the throttle opening angle sensor 7. Lead terminal sets (light-weight portions which are lighter in weight than the main body portions) 65 and 66 serving as semiconductor-element lead terminal sets respectively extend from the first and second resin housings, in which the first and second capacitors 35 and 36 are embedded. The lead terminal set 65 of the first capacitor 35 includes a power-source-side lead terminal, which is connected to the power-source-side lead terminal of the Hall IC 34, and a ground-side (GND-side) lead terminal, which is connected to the GND-side lead terminal of the Hall IC 34. The lead terminal set 66 of the second capacitor 36 includes an output-side lead terminal, which is connected to the output-side lead terminal of the Hall IC 34, and a ground-side (GND-side) lead terminal, which is connected to the GND-side lead terminal of the Hall IC 34. Each of the lead terminals in the lead terminal set 61 of the actuator 3, in the lead terminal set 62 of the intake air temperature sensor 5, in the lead terminal set 63 of the intake air pressure sensor 6, and in the lead terminal set 64 of the Hall IC 34 in the throttle opening angle sensor 7 has a corresponding first wire winding portion (63a, 64a), which extends in an approximately identical direction with each other. Here, the one end portion of a corresponding one of the magnet wires (first to twelfth magnet wires) in the wire set 15 is wound around the corresponding first wire winding portion (63a, 64a). In the ECU, there is provided a known-structured microcomputer, which includes a CPU for performing a control process and an arithmetic operation process, a storage device (a memory such as a ROM or RAM) for storing various programs and various data sets, an input circuit, an output circuit, and the like. When an ignition switch (not shown) is turned ON (IG . ON), the ECU electronically controls the injector and the actuator 3 in accordance withy a control program or a control logic stored in the memory. The ECU is designed such that the above-mentioned control based on the control program or the control logic is forcibly ended when the ignition switch is turned OFF (IG • OFF). The ECU is also designed such that sensor signals from the various sensors (the intake air temperature sensor 5, the intake air pressure sensor 6, and the throttle opening angle sensor 7) are subjected to A/D conversions by an A/D converter, and then inputted to the microcomputer built in the ECU. The ECU is also designed such that sensor signals from various sensors, such as a crank angle sensor for sensing the rotation angle of the crank shaft of the engine and an intake air amount sensor for sensing an amount of intake air taken into the combustion chamber of the engine, are subjected to A/D conversions by the A/D converter, and then inputted to the microcomputer built in the ECU. The crank angle sensor includes a pick-up coil for converting the rotation angle of the crank shaft of the engine to an electric signal, and outputs an NE pulse signal at, e.g., every 30° CA (crank angle). The ECU functions as rotation speed sensing means for sensing the engine rotation speed by measuring time intervals between the NE pulse signals outputted from the crank angle sensor. The throttle body 8 is integrally formed of a thermoplastic resin such as, e.g., polyphenylene sulfide (PPS) or polybutylene terephthalate (PBT). The cylindrical portion 11 of the throttle body 8 is provided with a case attachment portion 40 having an opposing wall surface (coupling end surface) opposing the coupling end surface (flat surface) of the case 9. The cylindrical portion 11 of the throttle body 8 is provided with a first communication hole 41, which provides communication between an upstream side of the throttle valve 1 in the direction of the intake air flow in the intake air passage 10 and the bypass air passage 23, with a second communication hole (not shown), which provides communication between a downstream side of the throttle valve 1 in the direction of the intake air flow in the intake air passage 10 and the bypass air passage 23, and with a first communication passage (not shown), which provides communication between the intake air passage 10 and the air introduction passage 25. Each of these communication holes and the communication passage extends through the cylindrical portion 11 straightforward in the plate thickness direction. In addition, a shaft through hole 42 and a sensor through hole (not shown) extending through the cylindrical portion 11 straightforward in the plate thickness direction are also provided in the cylindrical portion 11 and in the bearing portions 12. The sensor through hole receives the thermistor portion 24 of the intake air temperature sensor 5. The case 9 is integrally formed of a thermoplastic resin such as, e.g., polyphenylene sulfide (PPS) or a polybutylene terephthalate (PBT). The case 9 includes a sidewall plate (sidewall portion) 43, which is disposed to surround the periphery of the plate 13, a bottom wall plate (bottom wall portion) 44, which closes the throttle-body side of the sidewall portion 43, and the like. The sidewall portion 43 of the case 9 is provided with an opening 45 opened toward the outside. The connector 14 is fitted in the opening 45 and held in fixed relation. The bottom wall portion 44 of the case 9 is disposed between the case-side end surface of the plate 13 and the coupling end surface of the throttle body 8. The throttle-body side of the bottom wall portion 44 is provided with an opposing wall surface (coupling end surface) opposing the coupling end surface of the throttle body 8. The coupling end surface is clamped to the coupling end surface of the throttle body 8 by using a clamping bolt or the like. An O-ring (sealing member) for limiting the leakage of the intake air to the outside is attached between the coupling end surface of the throttle body 8 and the coupling end surface of the case 9. On the other hand, an O-ring (sealing member) for limiting the leakage of the intake air to the outside is attached between the coupling end surface of the plate 13 and the coupling end surface of the case 9. The plate side of the bottom wall portion 44 is provided with an opposing wall surface (coupling end surface) opposing the coupling end surface (case-side end surface) of the plate 13. The coupling end surface of the plate 13 is hermetically coupled to the coupling end surface by using an adhesive agent. As shown in FIG. 5, the case 9 has first and second passage grooves 51 and 52 each having a depressed configuration which extends in the planar direction of the plate 13. A first space (first hollow portion) formed between the first passage groove 51 in the case 9 and the coupling end surface of the plate 13 functions as the bypass air passage 23, which bypasses the throttle valve 1 to provide communication in the intake air passage 10 of the throttle body 8. Each of the bypass air passage 23 and the first passage groove 51 is bent in a generally loose-L-shaped configuration in the planar direction of the plate 13 and the case 9. The upstream end (one end) of the bypass air passage 23 is formed with a first port (inlet portion, valve hole in the valve seat) 22, which communicates with the upstream side of the throttle valve 1 in the direction of the intake air flow in the intake air passage 10 via the first communication hole 41, and is formed with a valve chamber 53, which receives the bypass air valve 4 such that the bypass air valve 4 is reciprocable in the axial direction. The downstream end (other end) of the bypass air passage 23 is formed with a second port (outlet portion) 54, which communicates with the downstream side of the throttle valve 1 in the direction of the intake air flow in the intake air passage 10 via the second communication hole in the throttle body 8. A second space (second hollow portion) formed between the second passage groove 52 in the case 9 and the coupling end surface of the plate 13 functions as the air introduction passage 25 for introducing intake air from the intake air passage 10 of the throttle body 8 to the vicinity of the pressure sensing element (intake air sensing element) of the intake air pressure sensor 6. Each of the air introduction passage 25 and the second passage groove 52 meanders in the planar direction of the plate 13 and the case 9. The upstream end (one end) of the air introduction passage 25 is formed with a first port 55, which communicates with the intake air passage 10 of the throttle body 8 via the first communication passage of the throttle body 8. The downstream end (one end) of the air introduction passage 25 is formed with a second port 57, which communicates with the vicinity of the pressure sensing element of the intake air pressure sensor 6 via a second communication passage 56 of the plate 13. The bottom wall portion 44 has first and second through holes 67 and 68, which are formed on the side closer to the center portion than the first and second passage grooves 51 and 52, and which extends through the bottom wall portion 44 straightforward in the plate thickness direction. The first through hole 67 is a shaft through hole, which communicates with the shaft through hole 42 in the throttle body 8. The second through hole 68 is a sensor through hole, which communicates with the sensor through hole in the throttle body 8. A depressed groove 69, in which an adhesive agent for bonding the plate 13 is provided, is formed around each of the bypass air passage 23, the air introduction passage 25, and the first and second through holes 67 and 68 each formed in the plate-side end surface (coupling end surface) of the bottom wall portion 44 of the case 9. As a result, the adhesive agent applied into the depressed groove 69 has a function as a sealing member for limiting the leakage of the intake air to the outside from the bypass air passage 23, the air introduction passage 25, the shaft through hole 42, and the sensor through hole. The plate 13 is integrally formed of a thermoplastic resin such as, e.g., a polyphenylene sulfide (PPS) or polybutylene terephthalate (PBT). The plate 13 is provided with an actuator holding portion 70 and first to third sensor holding portions 71 to 73, as shown in FIG. 6. The actuator holding portion 70 is a cylindrical engagement portion having the cylindrical portion 20 internally formed with the valve chamber 53. The motor housing 19 of the actuator 3 is held in fixed relation on the inner periphery of the cylindrical portion 20. The first sensor holding portion 71 is a cylindrical engagement portion for holding the resin housing of the intake air temperature sensor 5 in engaged relation (i.e., the cylindrical engagement portion holds and engages with the resin housing of the intake air temperature sensor 5). Also, the resin housing of the intake air temperature sensor 5 is supported on the first sensor holding portion 71 in fixed relation by using and adhesive agent or the like. The second sensor holding portion 72 is a cylindrical engagement portion for holding the resin housing of the intake air pressure sensor 6 in engaged relation, and the resin housing of the intake air pressure sensor 6 is supported on the second sensor holding portion 72 in fixed relation by using an adhesive agent or the like. The third sensor holding portion 73 is an engagement portion configured as a depressed groove for holding each of the pair of first and second yokes 31 and 32 of the throttle opening angle sensor 7, the resin housing of the Hall IC 34, and the first and second resin housings of the first and second capacitors 35 and 36 in engaged relation. The pair of first and second yokes 31 and 32 of the throttle opening angle sensor 7, the resin housing of the Hall IC 34, and the first and second resin housings of the first and second capacitors 35 and 36 are supported on the third sensor holding portion 73 in fixed relation by using an adhesive agent or the like. The plate 13 also has a cylindrical shaft engagement portion 74 in the vicinity of the third sensor holding portion 73. The hollow portion 16, which receives one end portion of the shaft 2 of the throttle valve 1 in the axial direction, is formed within the shaft engagement portion 74. One end of the shaft engagement portion 74 is closed by a circular top plate portion. Three wire guides 75 protrude from one end surface (end surface opposite to the throttle-body side) of the top plate portion in a direction orthogonal to the planar direction of the plate 13. These wire guides 75 are projections for changing a wiring direction of each of multiple magnet wires (sixth, eighth, and twelfth magnet wires) in the wire set 15, which is connected to the corresponding one of the lead terminals (output-side lead terminal, GND-side lead terminal, and power-source-side lead terminal) in the lead terminal set 64 of the Hall IC 34 of the throttle opening angle sensor 7. Here, each magnet wire extends in a corresponding wiring direction. The end surface of the plate 13, which is opposite to the throttle- body side, is provided with an electrical wiring portion 76, at which each of the magnet wires in the wire set 15 is electrically wired three dimensionally. In the electrical wiring portion 76 of the plate 13, a part peripheral of each of the first wire winding portions (63a, 64a) and a part peripheral of each of second wire winding portions (which will be described later) positioned lower than the actuator holding portion 70 and the first to third sensor holding portions 71 to 73 toward a side away from the first and second wire winding portions. Here, one end of a corresponding one of the magnet wires (first to twelfth magnet wires) in the wire set 15 is wound around each of the first wire winding portions (63a, 64a). Also, other end of a corresponding one of the magnet wires in the wire set 15 wound around each of the second wire winding portions. The connector 14 is integrally formed of a thermoplastic resin such as, e.g., polyphenylene sulfide (PPS) or a polybutylene terephthalate (PBT). The connector 14 is fitted in the opening 45 of the sidewall portion 43 of the case 9 in fluidly sealed relation such that the connector 14 protrudes outwardly from the outer wall surface of the sidewall portion 43 of the case 9. The connector 14 is a device having a terminal board, which holds the first and second connector terminals sets 91, 92, and a polygonal tubular connector shell 48, which is provided outwardly of the terminal board, such that the connector 14 connects a wire harness on the ECU side and each of the components mounted on the plate 13. The terminal board is provided in a size capable of closing the opening 45 of the sidewall 43, and serves as a part of the outer wall surface of the sidewall portion 43 of the case 9. The first connector terminal set 91 is disposed on one side (upper side) of the second terminal set 92 in the plate thickness direction of the plate 13. The first connector terminal set 91 includes first to fifth five connector terminals (e.g., motor-side connector terminal, external connection terminal, a terminal) which are electrically connected to the corresponding lead terminals in the lead terminal set 61 of the actuator 3 via the multiple magnet wires (first to fourth magnet wires) in the wire set 15. The first connector terminal is electrically connected to the positive-pole-side lead terminal in the lead terminal set 61 of the actuator 3 via the first magnet wire. The second connector terminal is electrically connected to the negative-pole-side lead terminal in the lead terminal set 61 of the actuator 3 via the second magnet wire. The third connector terminal is electrically connected to the positive-pole-side lead terminal in the lead terminal set 61 of the actuator 3 via the third magnet wire. The fourth connector terminal is electrically connected to the negative-pole-side lead terminal in the lead terminal set 61 of the actuator 3 via the fourth magnet wire. It is noted that no magnetic wire is connected to the fifth connector terminal. The second connector terminal set 92 is positioned closer to the electrical wiring portion of the plate 13 than the first connector terminal set 91. The second connector terminal set 92 includes first to fifth five connector terminals (e.g., sensor-side connector terminal, external connection terminal, a terminal), which are electrically connected to the corresponding lead terminals in the lead terminal sets 62 to 66 of the various sensors, such as the intake air temperature sensor 5, the intake air pressure sensor 6, and the throttle opening angle sensor 7, via the fifth to twelfth magnet wires in the wire set 15. The first connector terminal is electrically connected to the output-side lead terminal in the lead terminal set 62 of the intake air temperature sensor 5 via the fifth magnet wire. The second connector terminal is electrically connected to the output-side lead terminal in the lead terminal set 64 of the Hall IC 34 via the sixth magnet wire. The third connector terminal is electrically connected to the GND-side lead terminal in the lead terminal set 63 of the intake air pressure sensor 6 via the seventh magnet wire and is also electrically connected to the GND-side lead terminal in the lead terminal set 64 of the Hall IC 34 via the eighth magnet wire. The fourth connector terminal is electrically connected to the output-side lead terminal in the lead terminal set 63 of the intake air pressure sensor 6 via the ninth magnet wire. The fifth connector terminal is electrically connected to the power-source-side lead terminal in the lead terminal set 62 of the intake air temperature sensor 5 via the tenth magnet wire, electrically connected to the power-source-side lead terminal in the lead terminal set 63 of the intake air pressure sensor 6 via the eleventh magnet wire, and electrically connected to the power-source-side lead terminal in the lead terminal set 64 of the Hall IC 34 via the twelfth magnet wire. Each of the first to fifth connector terminals in the first and second connector terminal sets 91 and 92 has a corresponding second wire winding portion (92a), around which the other end of a corresponding one of the magnet wires in the wire set 15 is wound, and which extends in an approximately identical direction with each other. As shown in FIGS. 1 and 6, the wire set 15 includes first to twelfth magnet wires (dielectric wires), which are installed three dimensionally in the space (internal space of the case surrounded by the sidewall portion 43 of the case 9 and the electrical wiring portion 76 of the plate 13) located above the electrical wiring portion 76 of the plate 13. Each of the magnet wires includes a conductor (e.g., a copper wire or the like) with an dielectric coating. Otherwise, each of the magnet wires includes an enamel wire, which is a dielectric coating made by printing paint or a resin (such as polyester resin, silicone resin, or tetrafluoroethylene resin) on a surface of a conductor (e.g., a copper wire or the like). Examples of the enamel wire include an enamel copper wire, a formal copper wire, a polyester copper wire, and a polyurethane copper wire. One end of each of the first to twelfth magnet wires is wound multiple times around the first wire winding portion (63a, 64a) of the corresponding lead terminal in the lead terminal set 61 of the actuator 3, in the lead terminal set 62 of the intake air temperature sensor 5, in the lead terminal set 63 of the intake air pressure sensor 6, and in the lead terminal set 64 of the Hall IC 34, and then the one end is soldered by using a solder material (63b, 64b). The other end of each of the first to twelfth magnet wires is wound multiple times around the second wire winding portion (92a) of the corresponding connector terminal in the first and second connector terminal sets 91 and 92 of the connector 14, and then the other end is soldered by using a solder material (92b). The solder material is filler metal having a melting point equal to or less than 450 °C, and includes tin, tin-lead (Sn-Pd), lead, or antimony, silver, arsenic, bismuth, or the like as necessary. The seventh and eighth magnet wires (15a, 15b) in the wire set 15 shares the third connector terminal (ground-side (GND-side) connector terminal), which is one of the second connector terminal set 92, as shown in FIG. 7. The seventh magnet wire (15a) is pulled out from a nozzle of a wire winding unit by a specified length, and then this initially wound portion is wound multiple times around the first wire winding portion 63a of the GND-side lead terminal in the lead terminal set 63 of the intake air pressure sensor 6 so that the terminal end is connected. When soldering is performed thereafter, the dielectric coating covering the conductor wire is melted by the heat of the solder material 63b to provide electrical connection (conduction) with the GND-side lead terminal of the intake air pressure sensor 6. On the other hand, the eighth magnet wire (15b) is pulled out from the nozzle of the wire winding unit by a specified length, and then this initially wound portion is wound multiple times around the first wire winding portion 64a of the GND-side lead terminal in the lead terminal set 64 of the Hall IC 34 so that the terminal end is connected. When soldering is performed thereafter, the dielectric coating covering the conductor wire is melted by the heat of the solder material 64b to provide electrical connection (conduction) with the GND-side lead terminal of the Hall IC 34. The seventh and eighth magnet wires (15a, 15b) have the respective lastly wound portions, which are alternately wound (wound together) multiple times around the second wire winding portion 92a of the third connector terminal in the second connector terminal set 92, and the terminal ends are cut. When soldering is performed thereafter, the dielectric coatings covering the conductor wires are melted by the heat of the solder material 92b to provide electrical connection (conduction) with the third connector terminal of the connector 14. The tenth to twelfth magnet wires in the wire set 15 share the fifth connector terminal (power-source-side connector terminal) in the second connector terminal set 92. An initially wound portion of each of these tenth to twelfth magnet wires is wound around the corresponding first wire winding portion of the power-source-side lead terminal in the lead terminal set 62 of the intake air temperature sensor 5, the power-source-side lead terminal in the lead terminal set 63 of the intake air pressure sensor 6, and the power-source-side lead terminal in the lead terminal set 64 of the Hall IC 34 such that conduction is provided. Also, a lastly wound portion of each of the tenth to twelfth magnet wires is wound together around the second wire winding portion of the fifth connector terminal of the connector 14 to provide conduction, similarly to the seventh and eighth magnet wires. An epoxy-based thermosetting resin is filled within the case 9, which is assembled with the plate 13 and the connector 14, and especially the electrical wiring portion 76 of the plate. The thermosetting resin is an embedding member for embedding each of the lead terminals in the lead terminal set 61 of the actuator 3, each of the lead terminals in the lead terminal set 62 of the intake air temperature sensor 5, each of the lead terminals in the lead terminal set 63 of the intake air pressure sensor 6, each of the lead terminals in the lead terminal set 64 of the Hall IC 34, each of the lead terminals in the lead terminal sets 65 and 66 of the first and second capacitors 35 and 36, each of the first to twelfth magnet wires in the wire set 15, and each of the first and second connector terminal sets 91 and 92 of the connector 14. The thermosetting resin may also contain an additive agent or a filler (such as silicone resin, asbestos, mica, or porcelain) to make a linear expansion coefficient thereof to be coincident with or closer to that of each of the first to twelfth magnet wires in the wire set 15. Next, an operation of the air intake module assembled in the engine air intake tube of the present embodiment will be briefly described with reference to FIGS. 1 to 7. When a throttle operating part, such as a throttle lever or a throttle wheel, is operated by a driver, the accelerator lever 17, which is coupled to the throttle operating part via a wire cable, rotates. When the accelerator lever 17 rotates, the shaft 2, which is coupled to the accelerator lever 17, rotates. In response to this, the throttle valve 1 rotates about the axis of the shaft 2 in accordance with an amount of throttle operation by the driver. As a result, the intake air passage 10, which is coupled to the combustion chamber of the engine, is opened so that the engine rotation speed is changed to a speed corresponding to the amount of throttle operation by the driver. At this time, the ECU, to which sensor signals from the various sensors, such as the intake air temperature sensor 5, the intake air pressure sensor 6, and the Hall IC 34 of the throttle opening angle sensor 7, have been inputted, arithmetically determines an target control value necessary for the electronically controlled fuel injection unit. The ECU, for example, indirectly arithmetically determines the intake air amount by sensing the pressure in the air intake tube downstream of the throttle valve 1 in the direction of the air intake by using the intake air pressure sensor 6, and calculates a basic injection duration from the arithmetically determined intake air amount and from the measured engine rotation speed. Then, the ECU determines a final injection duration (amount of fuel injection) by incorporating an amount of compensation in accordance with sensor signals from the various sensors, which are the intake air temperature sensor 5 and the Hall IC 34, into the basic injection duration. The ECU has optimized the fuel injection time (timing) and the amount of fuel injection such that fuel injection ends before the intake stroke of the engine. The ECU controls an amount of lifting the bypass air valve 4 relative to the valve seat 21 by varying power supplied to the first and second stator coils of the actuator 3 of the auxiliary intake air amount control valve during the idle operation of the engine, i.e., when the throttle valve 1 is fully closed (when the throttle opening angle is 0%). Specifically, the valve hole 22 provided midway in the bypass air passage 23 is opened by a process, in which the rotor shaft 18 rotates in accordance with the value of a drive current supplied to the first and second stator coils, and then, the bypass air valve 4 moves (is displaced relative to the valve seat 21) in the axial direction of the rotor shaft 18 with the rotation of the rotor shaft 18 such that the bypass air valve 4 is disengaged from the valve seat 21. By thus changing the aperture area of the valve hole 22 and variably controlling the amount of the intake air supplied into the combustion chamber of the engine via the bypass air passage 23, the bypass valve 4 maintains the idle rotation speed at the target control value in accordance with the engine load and the warm-up state of the engine during the idle operation of the engine, i.e., when the throttle valve 1 is fully opened. When the engine load increases, e.g., an engine stall is limited by increasing the amount of lifting the bypass air valve 4, thereby, to increase the amount of the intake air supplied into the combustion chamber of the engine. Advantages of the first embodiment will be described. Thus, in the air intake module of the present embodiment, the actuator (main body portion) 3 of the auxiliary intake air amount control valve which is disposed within the case 9 coupled to the case attachment portion 40 formed integrally with the cylindrical portion 11 of the throttle body 8, the resin housing (main body portion) of the intake air temperature sensor 5, the resin housing (main body portion) of the intake air pressure sensor 6, the pair of first and second yokes (main body portions) 31 and 32 of the throttle opening angle sensor 7, the resin housing (main body portion) of the Hall IC 34, and the resin housings (main body portions) of the first and second capacitors 36 and 37 are supported in fixed relation on the actuator holding portion 70 and the first to third sensor holding portions 71 to 73 of the plate 13 by using the adhesive agent or the like. That is, the main body portions, which are relatively heavy in weight among each of components that constitutes the auxiliary intake air amount control valve, the intake air temperature sensor 5, the intake air pressure sensor 6, and the throttle opening angle sensor 7, are supported in fixed relation on the throttle-body side of the plate 13, while electrical connection (conduction) is intended (provided) between each of the lead terminals in the lead terminal sets 61 to 66, which are relatively light in weight among the individual components, and the corresponding connector terminal in the first and second connector terminal sets 91 and 92, which are concentratedly provided in the single connector 14, by using the light-weight first to twelfth magnet wires. Since this allows a reduction in the stress applied to each of the lead terminals in the lead terminal sets 61 to 66 and to each of the connector terminals in the first and second connector terminal sets 91 and 92, it is possible to improve the vibration resistance of each of the components, which constitutes the auxiliary intake air amount control valve, the intake air temperature sensor 5, the intake air pressure sensor 6, and the throttle opening angle sensor 7. In the air intake module of the present embodiment, the first to twelfth magnet wires in the wire set 15 reliably provide the conduction between each of the lead terminals in the lead terminal sets 61 to 64 of the actuator 3 of the auxiliary intake air amount control valve, the intake air temperature sensor 5, the intake air pressure sensor 6, and the Hall IC 34 of the throttle opening angle sensor 7, and the corresponding connector terminal in the first and second connector terminal sets 91 and 92 of the connector 14. That is, by adopting the first to twelfth magnet wires as electric wires connecting the individual components and the connector 14, three-dimensional layout of the electric wires, which connects the individual components and the connector 14, is allowed so that the physical size reduction of the case 9 can be achieved. As a result, it becomes possible to reduce the physical size of the entire air intake module, and to easily and reliably provide a sufficient mounting space in the engine room of the vehicle, such as a motorcycle or the like. In the air intake module of the present embodiment, each first wire winding portion (63a, 64a) of all the lead terminals in the lead terminal sets 61 to 64 and each second wire winding portion (92a) of all the connector terminals in the first and second connector terminal sets 91 and 92 extend in one approximately identical direction with each other orthogonal to the planar direction of the electrical wiring portion 76 of the plate 13. This allows an improvement in the workability of wire installation, which includes winding both sides (initially wound portions and lastly wound portions) of the first to twelfth magnet wires in the wire set 15 around the first wire winding portions of all the lead terminals and around the second wire winding portions of all the connector terminals. In the air intake module of the present embodiment, the lastly wound portions of the seventh and eighth magnet wires in the wire set 15 are wound together around the second wire winding portion 92a of the third connector terminal (GND-side connector terminal) in the second connector terminal set 92. This allows parallel arrangement of the GND lead terminal in the lead terminal set 63 of the intake air pressure sensor 6, around which the initially wound portion of the seventh magnet wire is wound, and the GND lead terminal in the lead terminal set 64 of the Hall IC 34, around which the initially wound portion of the eighth magnet wire is wound. On the other hand, the lastly wound portions of the tenth to twelfth magnet wires in the wire set 15 are wound together around the second wire winding portion of the fifth connector terminal (power-source-side connector terminal) in the second connector terminal set 92. This allows parallel arrangement of the power-source-side lead terminal in the lead terminal set 62 of the intake air temperature sensor 5, around which the initially wound portion of the tenth magnet wire is wound, the power-source-side lead terminal in the lead terminal set 63 of the intake air pressure sensor 6, around which the initially wound portion of the eleventh magnet wire is wound, and the power-source-side lead terminal in the lead terminal set 64 of the Hall IC 34, around which the initially wound portion of the twelfth magnet wire is wound. That is, this allows parallel arrangement of the individual lead terminals in the power source terminals or ground terminals of the lead terminal sets of at least two of the plurality of components. As a result, it is possible to stabilize the sensor signals outputted from the intake air temperature sensor 5, the intake air pressure sensor 6, and the Hall IC 34 of the throttle opening angle sensor 7, and to reduce the sizes of the intake air temperature sensor 5, the intake air pressure sensor 6, and the Hall IC 34. Because the third connector terminal in the second connector terminal set 92, around which the seventh and eighth magnet wires are wound, serves as a winding end, at which the seventh and eighth magnet wires end winding, it is possible to limit the respective lastly wound portions of the seventh and eighth magnet wires from overlapping each other. Also, the fifth connector terminal in the second connector terminal set 92, around which the tenth to twelfth magnet wires are wound, serves as a winding end, at which the tenth to twelfth magnet wires end winding, it is possible to limit the respective lastly wound portions of the tenth to twelfth magnet wires from overlapping each other. That is, the respective lastly wound portions of at least two wires, which are wound together around at least one connector terminal in the connector terminal sets, are alternately wound to make a single winding (to avoid overlapping with each other in a radial direction). Thus, it is possible to limit overlapping between the respective lastly wound portions of at least two of the plurality of wires. As a result, for example, even when the conductor wire of each of the magnet wires is protected by the dielectric coating and the conduction between the lastly wound portions of the magnet wires and the second wire winding portion of the connector terminal is to be provided by soldering or the like, it is possible to limit the occurrence of defective conduction between the lastly wound portions of the magnet wires and the second wire winding portion of the connector terminal, the defective conduction caused by that the dielectric coating over the lastly wound portion of at least one of the magnetic wires is not melted. This allows an improvement in the reliability of a conductive state between the lastly wound portions of the seventh and eighth magnet wires and the second wire winding portion of the third connector terminal. This also allows an improvement in the reliability of a conductive state between the lastly wound portions of the tenth to twelfth magnet wires and the second wire wound portion of the fifth connector terminal. In the electrical wiring portion 76 of the plate 13, a part peripheral of each of the first wire winding portions (63a, 64a) and a part peripheral of each of second wire winding portions (92a) is positioned lower than the actuator holding portion 70 and the first to third sensor holding portions 71 to 73 in a direction away from the first and second wire winding portions. Here, one end of a corresponding one of the magnet wires (first to twelfth magnet wires) in the wire set 15 is wound around each of the first wire winding portions (63a, 64a). Also, the other end of a corresponding one of the magnet wires in the wire set 15 wound around each of the second wire winding portions. That is, the respective parts of the electrical wiring portion 76 of the plate 13 peripheral of the first wire winding portions and the second wire winding portions are positioned lower than the actuator holding portion 70 and the first to third sensor holding portions 71 to 73. In one embodiment, the respective parts of the electrical wiring portion 76 of the plate 13 peripheral of the first wire winding portions and the second wire winding portions are displaced from the actuator holding portion 70 and the first to third sensor holding portions 71 to 73 in a direction perpendicular to the plate 13. This facilitates the operation of installing the first to twelfth magnet wires in the wire set 15 and the operation of cutting the first to twelfth magnet wires, and allows a reduction in the number of processes of installing the first to twelfth magnet wires. In addition, because it is also possible to reduce defects, such as an uncut portion of any of the first to twelfth magnet wires, it is possible to improve the reliability of the conduction state between the first wire winding portion (63a, 64a) of each of the lead terminals in the lead terminal sets 61 to 64 and the corresponding one end (initially wound portion) of each of the first to twelfth magnet wires, and also to improve the reliability of a conduction state between the second wire winding portions (92a) of the connector terminals in the first and second connector terminal sets 91 and 92 and the corresponding other ends (lastly wound portions) of the first to twelfth magnet wires. In the air intake module of the present embodiment, the connector 14 is formed integrally with the plate 13, which has the actuator holding portion 70 and the first to third sensor holding portions 71 to 73. For example, this reduces integration of measurements in the plate thickness direction of the plate 13 or integration of measurements in the planar direction of the plate 13, and allows an improvement in the accuracy of the pitches between the individual connector terminals in the first and second connector terminal sets 91 and 92. In the air intake module of the present embodiment, the three wires guides 75 are formed integrally with the top plate portion of the shaft engagement portion 74 of the plate 13. Here, each of the three wires guides changes the wiring direction of each of the sixth, eighth, and twelfth magnet wires in the wire set 15, which is connected to the corresponding one of the lead terminals (output-side lead terminal, GND-side lead terminal, and power-source-side lead terminal) in the lead terminal set 64 of the Hall IC 34. This can limit interference between the sixth, eighth, and twelfth magnet wires. As a result, it is possible to improve the flexibility of placing (layout) the actuator 3 and the various sensors with respect to the electrical wiring portion 76 (component attachment surface) of the plate 13, and to improve the flexibility of orienting the respective directions, in which the individual lead lines in the lead terminal sets 61 to 64 of the actuator 3 and the various sensors extend. Consequently, the physical size of the entire air intake module can be reduced, and a sufficient mounting space can be easily and reliably obtained in the engine room of the vehicle, such as a motorcycle or the like. In the air intake module of the present embodiment, resonance of the individual lead terminals in the lead terminal sets 61 to 66 and the individual connector terminals in the first and second connector terminal sets 91 and 92 can be limited by internally filling the case 9 containing the plate 13 with an epoxy-based thermosetting resin to embed the individual lead terminals in the lead terminal sets 61 to 66, the first to twelfth magnet wires in the wire set 15, and the individual connector terminals in the first and second connector terminal sets 91, 92 of the connector 14. In addition, it is possible to limit the occurrence of a degrading phenomenon (migration), which degrades a dielectric property between the individual lead terminals in the lead terminal sets 61 to 66, a dielectric property between the first to twelfth magnet wires in the wire set 15, and a dielectric property between the connector terminals in the first and second connector terminal sets 91, 92 of the connector 14. In the air intake module of the present embodiment, it is possible to reduce the action of a thermal stress (thermally developed force) resulting from the linear expansion coefficient difference between the thermosetting resin embedding the first to twelfth magnet wires and the first to twelfth magnet wires, which stress is exerted on the first to twelfth magnet wires, by causing the epoxy-based thermosetting resin, with which the case 9 is to be internally filled, to contain an additive agent or a filler for causing the linear expansion coefficient of the epoxy-based thermosetting resin to be coincident with or closer to the linear expansion coefficient of the first to twelfth magnet wires in the wire set 15. As a result, a conduction defect, such as the breakage of the first to twelfth magnet wires, can be limited, and therefore the reliability of the first to twelfth magnet wires can be improved. Because the effect of the thermal stress exerted on each of the lead terminals in the lead terminal sets 61 to 66 and on each of the connector terminals in the first and second connector terminal sets 91 and 92 can also be reduced, the occurrence of conduction defects between the first wire winding portions of the individual lead terminals in the lead terminal sets 61 to 64 and the corresponding initially wound portions of the first to twelfth magnet wires, and also conduction defects between the lastly wound portions of the first to twelfth magnet wires and the corresponding second wire winding portions of the individual connector terminals in the first and second connector terminal sets 91 and 92 can also be reduced. As a result, it is possible to improve the reliability of the engine control unit (intake air amount control unit or electronically controlled fuel injection unit). In the air intake module of the present embodiment, the coupling end surface of the bottom wall portion 44 of the case 9 is clamped to the coupling end surface of the case attachment portion 40 formed integrally with the cylindrical portion 11 of the throttle body 8 by using a clamping bolt or the like. Further, the coupling end surface of the plate 13 is hermetically coupled to the coupling end surface of the bottom wall portion 44 of the case 9 by using an adhesive agent. This eliminates the need for clamping screws when the throttle body 8 is coupled to the case 9 and when the case 9 is coupled to the plate 13. Therefore, this reduces the number of parts and the number of assembly steps. As a result, it is possible to suppress an increase in the manufacturing cost of the entire of the air intake module. In the air intake module of the present embodiment, the first space formed between the coupling end surface of the plate 13 and the first passage groove 51 in the case 9 is used as the bypass air passage 23, which bypasses the throttle valve 1 to provide communication in the intake air passage 10 in the throttle body 8. This can provide a sealing property reliably between the throttle body 8 and the case 9 by merely sealing the outer peripheral end portions of the first and second communication holes 41 provided in the throttle body 8. Therefore, flexibility in designing the configuration of the bypass air passage 23 is enhanced. That is, because the configuration of the bypass air passage 23 can be changed as required to provide a straight passage, a curved passage, or the like, the productivity of the air intake module can be improved. On the other hand, the second space formed between the coupling end surface of the plate 13 and the second passage groove 52 is used as the air introduction passage 25 for introducing intake air from the intake air passage 10 in the throttle body 8 to the vicinity of the pressure sensing element of the intake air pressure sensor 6. This provides a sealing property reliably between the throttle body 8 and the case 9 by merely sealing the outer peripheral end portion of the first communication passage provided in the throttle body 8. In addition, by merely sealing the outer peripheral end portion of the second communication passage 56 provided in the plate 13, a sufficient sealing property can be provided reliably between the case 9 and the plate 13. Therefore, flexibility in designing the configuration of the air introduction passage 25 is enhanced. That is, because the configuration of the air introduction passage 25 can be changed as required to provide a straight passage, a curved passage, or the like, the productivity of the air intake module can be improved. In the air intake module of the present embodiment, the case-side end surface (coupling end surface) of the plate 13 can be used also as a lid for closing the first and second passage grooves 51 and 52 each having a depressed configuration. Accordingly, the size in the plate thickness direction of the plate 13, i.e., the size in the height direction, can be reduced compared with an air intake module having a lid, which is a separate part separate from the plate 13, for closing the depressed passage grooves. As a result, it becomes possible to reduce the physical size of the entire air intake module, and therefore it is possible to easily and reliably obtain a sufficient mounting space in the engine room of the vehicle, such as a motorcycle or the like. Because it is unnecessary to provide a bypass air passage 23 or an air introduction passage 25, which has a complicated configuration, in the cylindrical portion 11 and the case attachment portion 40 of the throttle body 8, the precision (e.g., roundness) of the throttle bore formed in the cylindrical portion 11 of the throttle body 8 can be improved. Further, because it is unnecessary to provide the bypass air passage 23 or the air introduction passage 25, which has a complicated configuration, in the cylindrical portion 11 and case attachment portion 40 of the throttle body 8, the thickness of the throttle body 8 can be reduced. As a result, it becomes possible to reduce the physical size of the entire air intake module and the weight of the throttle body 8. In addition, it is possible to simplify the respective passage configurations of the first and second communication holes 41 and the first and second communication passages 56 provided in the throttle body 8 and in the plate 13. As a result, high molding accuracy is not required for molding the throttle body 8 and the plate 13, and therefore the productivity of the air intake module can be improved. In the air intake module of the present embodiment, by merely assembling the case 9 and the plate 13, it is possible to construct the bypass air valve 4, which is engaged with and disengaged from the valve seat 21, and which thereby closes and opens the valve hole 22 provided midway in the bypass air passage 23, and also to construct the auxiliary intake air amount control valve having the actuator 3 for driving the bypass air valve 4 for opening and closing. As a result, it is possible to determine whether or not the performance of the auxiliary intake air amount control valve is good enough before the case 9 and the plate 13 are hermetically attached to the coupling end surface of the case attachment portion 40 formed integrally with the cylindrical portion 11 of the throttle body 8. (Second Embodiment) FIGS. 8 and 9 illustrate a second embodiment of the present invention and show the main structure of an air intake module. Similar components of an air intake module of the present embodiment, which are similar to the components of the air intake module of the first embodiment, will be indicated by the same numerals. In FIG. 8, the depiction of the intake air pressure sensor 6 and the throttle opening sensor 7, which are among the individual components fixed to the plate 13, and the depiction of the first to twelfth magnet wires in the wire set 15 are omitted. These have the same structures as in the first embodiment. In the sidewall portion 43 of the case 9 of the present embodiment, the opening 45 bored toward the outside is provided, as shown in FIG. 9. An engagement depressed portion 46 having a polygonal ring configuration for holding a connector 14 in engaged relation is provided in the inner peripheral portion (aperture peripheral portion) of the opening 45. Around the periphery of the terminal board 47 of the connector 14 formed integrally with the plate 13, there is provided a collar portion (flange portion, engagement projecting portion) 49 having a polygonal ring configuration to be engaged with the engagement depressed portion 46. A first connector terminal set 91 of the connector 14 formed integrally with the plate 13 includes first to fourth four connector terminals. The first connector terminal is electrically connected to the positive-pole-side lead terminal in the lead terminal set 61 of the actuator 3 via the first magnet wire. The second connector terminal is electrically connected to the negative-pole-side lead terminal in the lead terminal set 61 of the actuator 3 via the second magnet wire. The third connector terminal is electrically connected to the positive-pole-side lead terminal in the lead terminal set 61 of the actuator 3 via the third magnet wire. The fourth connector terminal is electrically connected to the negative-pole-side lead terminal in the lead terminal set 61 of the actuator 3 via the fourth magnet wire. The case 9, on which the plate 13 and the connector 14 are assembled, is internally filled with an epoxy-based thermosetting resin (e.g., an epoxy resin: EP) 79 for embedding each of the lead terminals in the lead terminal sets 61 to 66, the first to twelfth magnet wires in the wire set 15, and each of the connector terminals in the first and second connector terminal sets 91 and 92 of the connector 14, as shown in FIG. 9. Accordingly, the resonance of the individual lead terminals in the lead terminal sets 61 to 66 and the individual connector terminals in the first and second connector terminal sets 91, 92 can be limited in the same manner as in the first embodiment. In addition, it is possible to limit the occurrence of a degrading phenomenon (migration), which degrades a dielectric property between the individual lead terminals in the lead terminal sets 61 to 66, a dielectric property between the first to twelfth magnet wires in the wire set 15, and a dielectric property between the individual connector terminals in the first and second connector terminal sets 91, 92 of the connector 14. The thermosetting resin 79 may also contain an additive agent or a filler (silicone resin, asbestos, mica, porcelain, or the like) for making the linear expansion coefficient thereof to be identical with or closer to the linear expansion coefficient of each of the first to twelfth magnet wires in the wire set 15. In this case, it is possible to reduce the action of a thermal stress (thermally developed force) resulting from the linear expansion coefficient difference between the thermosetting resin embedding the first to twelfth magnet wires and the first to twelfth magnet wires, which stress is exerted on the first to twelfth magnet wires in the same manner as in the first embodiment. This can limit a conduction defect, such as the breakage of the first to twelfth magnet wires, and therefore this can improve the reliability of the first to twelfth magnet wires. As the thermosetting resin, a urea formaldehyde resin (UF) may also be used. (Modifications) Although in the present embodiment, the air intake module of the present invention is applied to the intake air amount controller, which has the throttle valve 1 and the bypass air valve 4 for controlling the amount of intake air into the engine, the air intake module of the present invention may also be applied to an intake air flow controller, which has an intake air flow control valve for generating an intake air vortex, such as a swirl flow or a tumble flow, in the intake air into the engine. It is also possible to apply the air intake module of the present invention to a variable intake air controller, which has a variable intake air valve for varying the length of the intake air passage or the cross-sectional area of the passage. It is also possible to apply the air intake module of the present invention to an intake air amount controller, which has either the throttle valve 1 or the bypass air valve 4. It is also possible to apply the air intake module of the present invention to an air intake controller, which has any two or more of the intake air amount controller, the intake air flow controller, and the variable intake air controller. Although in the present embodiment, the throttle valve 1 is driven in accordance with the amount of throttle operation by the driver, the throttle valve 1 may also be driven in accordance with the amount of accelerator operation by the driver. Alternatively, it is also possible to drive the shaft 2 of the throttle valve 1 by using an actuator, such as an electric motor. Although in the present embodiment, the actuator 3 of the auxiliary intake air amount control valve is supported in fixed relation on the plate 13, it is also possible to support the actuator of an exhaust gas recirculation amount control valve (EGR control valve) of an exhaust gas recirculation system in fixed relation on the plate 13. In this case, an EGR amount sensor may also be supported in fixed relation on the plate 13. Although in the present embodiment, the throttle body 8 is integrally formed of a resin material, the throttle body 8 may also be integrally formed of a metal material. It is also possible to integrally form the throttle valve 1 or the shaft 2 of a resin material or a metal material. Although the actuator 3 of the auxiliary intake air amount control valve, the intake air temperature sensor 5, the intake air pressure sensor 6, and the pair of first and second yokes 31 and 32, Hall IC 34, and first and second capacitors 35 and 36 of the throttle opening angle sensor 7 are supported in fixed relation on the plate 13, the actuator 3 and one of the sensors may alternatively be supported in fixed relation on the plate 13. It is also alternatively possible to support only the plurality of (two or more) sensors, except the actuator 3, in fixed relation on the plate 13. That is, it is possible to compose the plurality of components only of the actuator 3 and one sensor or only of the plurality of (two or more) sensors. Alternatively, other sensors such as, e.g., an intake air amount sensor, an excessive intake air pressure sensor, or the like may also be supported in fixed relation on the plate 13. As an example of the material of the plate, a thermoplastic resin with an sufficient electric insulating property is preferred. As an example of the material of the housing, either a thermoplastic resin with a sufficient electric insulating property or a metal may be used. A specified three-dimensional gap for electrical insulation is formed between the individual wires. Alternatively, each of the wires may be covered with an dielectric coating so that electrical insulation is provided between the individual wires. Additional advantages and modifications will readily occur to those skilled in the art. The invention in its broader terms is therefore not limited to the specific details, representative apparatus, and illustrative examples shown and described. 1. An air intake module comprising: a housing that defines an intake air passage for an engine; a plate that is disposed within the housing; a plurality of components, each of which includes a main body portion fixed to the plate, wherein the plurality of components is required to control the engine; a connector, on which a connector terminal set is provided correspondingly to lead terminal sets, wherein each of the lead terminal sets extends from the main body portion of a corresponding one of the plurality of components; and a plurality of wires, each of which connects a corresponding one of lead terminals in the lead terminal sets and a corresponding one of connector terminals in the connector terminal set. 2. The air intake module according to claim 1, wherein: each of the lead terminals in the lead terminal sets has a wire winding portion, around which a corresponding one of the plurality of wires is wound, and which extends in an approximately identical direction with each other. 3. The air intake module according to claim 1, wherein: each of the connector terminals in the connector terminal set has a wire winding portion, around which a corresponding one of the plurality of wires is wound, and which extends in an approximately identical direction with each other. 4. The air intake module according to claim 1, wherein: the lead terminals in the lead terminal sets includes power-source-side lead terminals and ground-side lead terminals; and at least two of the plurality of wires, each of which is wound around a corresponding one of the power-source-side lead terminals and the ground-side lead terminals in the lead terminal sets, are wound together around at least one of the connector terminals in the connector terminal set. 5. The air intake module according to claim 4, wherein: at least two of the plurality of wires have corresponding lastly wound portions, which are alternately wound around at least one of the connector terminals in the connector terminal set. 6. The air intake module according to claim 1, wherein: the plate has: first part peripheral of each of first wire winding portions of the lead terminals in the lead terminal sets, wherein one end of a corresponding one of the plurality of wires is wound around each of the first wire winding portions; and second part peripheral of each of second wire winding portions of the connector terminals in the connector terminal set, wherein the other end of a corresponding one of the plurality of wires is wound around each of the second wire winding portions; and the first and second parts are positioned lower than holding portions, each of which fixes a corresponding one of the main body portions of the plurality of components, in a direction away from the first wire winding portions and the second wire winding portions. 7. The air intake module according to claim 1, wherein: the connector has a connector housing that holds each of the connector terminals in the connector terminal set in fixed relation; and the connector housing is provided integrally with the plate. 8. The air intake module according to claim 1, wherein: the plate has at least one wire guide, which changes a wiring direction of a corresponding one of the plurality of wires. 9. The air intake module according to claim 1, wherein the housing has a case, which internally has the plate; the case is internally filled with a thermosetting resin such that each of the lead terminals in the lead terminal sets, each of the connector terminals in the connector terminal set, and the plurality of wires are embedded in the thermosetting resin. 10. The air intake module according to claim 9, wherein: the thermosetting resin contains one of an additive agent and filler, which makes a linear expansion coefficient of the thermosetting resin to be equal to or closer to a linear expansion coefficient of the plurality of wires. 11. The air intake module according to claim 1, wherein: the housing includes: a throttle body that internally receives a throttle valve such that the throttle valve is opened and closed; and a case, within which the plate is disposed; and the plate is joined with the case using an adhesive agent. 12. The air intake module according to claim 11, further comprising: a sensing circuit that has a sensing element for sensing a state of intake air to the engine, wherein: the sensing circuit serves as at least one of the plurality of components; and the case has an air introduction passage between the case and the plate, the air introduction passage introducing intake air into one of the sensing element and a vicinity of the sensing element. 13. The air intake module according to claim 12, wherein: the throttle body includes a first communication passage that provide communication between the intake air passage and the air introduction passage; the plate includes a second communication passage that provides communication between the air introduction passage and one of the sensing element and the vicinity of the sensing element; and the case includes a depressed passage groove at an opposing wall surface of the case opposing a case-side end surface of the plate, the depressed passage groove having one end, which communicates with the first communication passage, and the other end, which communicates with the second communication passage, the depressed passage groove extending in a planar direction of the plate. 14. The air intake module according to claim 11, further comprising: an intake air control valve having: a valve that controls a flow rate of intake air to the engine; and an actuator that drives the valve, wherein: the actuator serves as at least one of the plurality of components; the case includes a bypass air passage between the case and the plate, the bypass air passage bypassing the throttle valve to provide communication in the intake air passage; and the bypass air passage has a valve seat, with which the valve is able to be engaged. 15. The air intake module according to claim 14, wherein: the throttle body includes: a first communication hole that provides communication between an upstream side of the throttle valve in a direction of an intake air flow and the bypass air passage; and a second communication hole that provides communication between a downstream side of the throttle valve in the direction of the intake airflow and the bypass air passage; and the case includes a depressed passage groove at an opposing wall surface of the case opposing a case-side end surface of the plate, the depressed passage groove having one end, which communicates with the first communication hole, and the other end, which communicates with the second communication hole, the depressed passage groove extending in a planar direction of the plate. 16. The air intake module according to claim 11, further comprising: a magnetic sensing circuit that has a magnetic sensing element for sensing an opening angle of the throttle valve, wherein: the magnetic sensing element serves as at least one of the plurality of components. 17. The air intake module according to claim 16, wherein: the magnetic sensing circuit has a semiconductor element for protecting the magnetic sensing element from an abrupt surge; and the semiconductor element serves as at least one of the plurality of components. 18. The air intake module according to claim 1, further comprising: a pressure sensor that has a pressure sensing element for sensing a pressure of intake air to the engine, wherein: the pressure sensing element serves as at least one of the plurality of components. 19. The air intake module according to claim 1, further comprising: a temperature sensor that has a temperature sensing element for sensing a temperature of intake air to the engine, wherein: the temperature sensing element serves as at least one of the plurality of components. 20. The air intake module according to claim 1, wherein: the plate has: first part peripheral of each of first wire winding portions of the lead terminals in the lead terminal sets, wherein one end of a corresponding one of the plurality of wires is wound around each of the first wire winding portions; second part peripheral of each of second wire winding portions of the connector terminals in the connector terminal set, wherein the other end of a corresponding one of the plurality of wires is wound around each of the second wire winding portions; and holding portions, each of which projects from the plate for fixing a corresponding one of the main body portions of the plurality of components to the plate; and the first and second parts are displaced from the holding portions in a direction perpendicular to the plate such that the first and second parts are

Documents:

0577-che-2007-abstract.pdf

0577-che-2007-claims.pdf

0577-che-2007-correspondnece-others.pdf

0577-che-2007-description(complete).pdf

0577-che-2007-drawings.pdf

0577-che-2007-form 1.pdf

0577-che-2007-form 18.pdf

0577-che-2007-form 26.pdf

0577-che-2007-form 3.pdf

0577-che-2007-form 5.pdf

577-CHE-2007 AMANDED CLAIMS 09-03-2010.pdf

577-CHE-2007 EXAMINATION REPORT REPLY RECIEVED 09-03-2010.pdf

577-CHE-2007 POWER OF ATTORNEY 09-03-2010.pdf