An engine water injection system based on throttle opening control

Abstract

This invention discloses an engine water injection system based on throttle opening control, including a sensor unit for detecting engine temperature and throttle opening; an electronic control unit for sending corresponding control signals to the water injection unit based on the detected engine temperature and throttle opening; the water injection unit includes a water tank storing coolant, with the water tank's outlet connected to the intake manifold via a water supply pipe, a water pump driving the coolant into the intake manifold on the water supply pipe, and a nozzle at the water supply pipe's outlet. This invention uses the sensor unit to collect engine temperature and throttle opening parameters in real time, and the electronic control unit dynamically adjusts the start / stop timing and atomization intensity of the water injection unit, thereby precisely controlling the water injection volume. This suppresses nitrogen oxide generation while avoiding resource waste under low-temperature conditions, achieving the dual effects of improved exhaust gas treatment efficiency and energy saving and emission reduction.

Description

Technical Field

[0001] This utility model relates to the field of engine technology, and in particular to an engine water injection system based on throttle opening control. Background Technology

[0002] With the continuous growth of motor vehicle ownership, exhaust pollutants from traditional internal combustion engine vehicles have become one of the main sources of urban air pollution. Gasoline engines produce harmful substances such as nitrogen oxides, carbon monoxide, and hydrocarbons during combustion, while diesel engines primarily emit nitrogen oxides and particulate matter. These pollutants not only have a serious impact on the environment but also endanger human health.

[0003] Currently, a common exhaust gas treatment technology in the industry involves monitoring engine speed signals to determine engine operating conditions and then spraying water mist into the intake manifold to reduce emissions. The basic principle of this technology is that water mist vaporizes and absorbs heat under high temperatures, effectively reducing combustion chamber temperature and thus inhibiting the formation of nitrogen oxides. Simultaneously, some water molecules decompose into hydrogen and oxygen under high temperature and pressure conditions. These gases, after participating in combustion, can improve combustion efficiency and, to some extent, reduce emissions of carbon monoxide, hydrocarbons, and particulate matter.

[0004] However, the existing exhaust gas treatment system based on engine speed signals has the following drawbacks:

[0005] The engine speed signal exhibits a lag in response to changes in operating conditions, failing to accurately reflect the engine's actual operating status in real time. Existing systems only consider speed parameters, neglecting the crucial impact of temperature on exhaust gas treatment effectiveness. For instance, during engine cold starts, due to the low engine temperature, premature water mist injection can actually disrupt normal engine operation; conversely, during idling, the engine's output power is low, and the combustion temperature is not high, so water mist injection at this time does not provide a significant exhaust gas purification effect and instead wastes water resources.

[0006] Therefore, it is necessary to improve the existing technology to overcome the aforementioned defects. Utility Model Content

[0007] The purpose of this invention is to provide an engine water injection system based on throttle opening control to solve the problems existing in the prior art.

[0008] The above-mentioned technical objective of this utility model is achieved through the following technical solution:

[0009] An engine water injection system based on throttle opening control, including

[0010] The sensor unit is used to detect engine temperature and throttle opening;

[0011] The electronic control unit is used to send corresponding control signals to the water spray unit based on the detected engine temperature and throttle opening.

[0012] The water spray unit is used to perform actions based on control signals sent by the electronic control unit.

[0013] Furthermore, the sensor unit includes a temperature sensor and a throttle position sensor;

[0014] The temperature sensor is installed in the coolant passage of the engine block and is used to detect the current temperature of the engine; the throttle position sensor is installed at the pivot of the throttle pedal and is used to detect the throttle opening.

[0015] The data output terminals of the temperature sensor and the throttle position sensor are respectively connected to the data input terminal of the electronic control unit.

[0016] Furthermore, the throttle position sensor includes a contact potentiometer and a non-contact Hall sensor.

[0017] Furthermore, the electronic control unit includes a microcontroller, an input interface circuit, and an output drive circuit;

[0018] The microcontroller is used to send control signals to the water pump and nozzles based on the engine temperature and throttle opening.

[0019] The input interface circuit includes at least a first input interface and a second input interface. The first input interface is communicatively connected to a temperature sensor and is used to obtain the current temperature of the engine. The second input interface is communicatively connected to a throttle position sensor and is used to obtain the throttle opening.

[0020] The output drive circuit includes at least a first output interface and a second output interface. The first output interface is communicatively connected to the control terminal of the water pump and is used to control the opening and closing of the water pump according to the current temperature of the engine. The second output interface is communicatively connected to the nozzle and is used to adjust the idle ratio of the nozzle working cycle according to the throttle opening.

[0021] The water spray unit includes a water tank for storing cooling water, and the outlet of the water tank is connected to the front of the engine via a water supply pipeline. The water pump is installed inside the water tank and is used to drive the cooling water in the water tank to flow through the water supply pipeline into the air intake pipe. A nozzle for atomizing the cooling water is provided at the outlet of the water supply pipeline.

[0022] Furthermore, it also includes a return pipeline, one end of which is connected to the water supply pipeline and the other end of which is connected to the water storage tank. A pressure relief valve is provided at the connection between the return pipeline and the water supply pipeline. The first port of the pressure relief valve is connected to the water supply pipeline, and the second port of the pressure relief valve is connected to the return pipeline.

[0023] Furthermore, the nozzle and water supply pipe are wrapped with a silicone heat insulation sleeve, and a precision filter with a pore size ≤50μm is provided at the water inlet end of the nozzle and water supply pipe.

[0024] In summary, this utility model has the following beneficial effects:

[0025] In existing technologies, vehicle exhaust aftertreatment systems generally employ a water injection control method based on engine speed signals. This method determines the engine load status by monitoring crankshaft speed and then adjusts the water injection volume accordingly. However, since the speed signal reflects the inertial motion of the flywheel, there is a significant signal delay during rapid acceleration or deceleration, making it impossible to capture transient changes within the combustion chamber in real time. Furthermore, existing systems do not consider the impact of engine temperature on combustion efficiency. For example, during cold starts, when the engine temperature is below normal operating temperature, premature water injection can lead to poor combustion; and during idling, water injection at insufficient combustion temperature results in wasted resources.

[0026] Researchers discovered that the throttle opening signal has a millisecond-level response speed compared to the engine speed signal. Meanwhile, engine temperature is a key parameter affecting combustion efficiency. Experiments showed that water injection for cooling is the most effective way to suppress nitrogen oxides. This led to the technical concept: establishing a collaborative control model between throttle opening and engine temperature, which activates water injection when an increase in throttle opening is detected and the temperature reaches a threshold, ensuring real-time response while avoiding accidental injection at low temperatures.

[0027] This invention uses a sensor unit to collect engine temperature and throttle opening parameters in real time, and an electronic control unit to dynamically adjust the start and stop timing and atomization intensity of the water injection unit, thereby precisely controlling the amount of water injected. This suppresses the generation of nitrogen oxides and avoids resource waste under low-temperature conditions, achieving the dual effects of improving exhaust gas treatment efficiency and saving energy and reducing emissions. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the engine water injection system based on throttle opening control as described in this utility model.

[0029] Figure 2 This is a schematic diagram of the electronic control unit described in this utility model. Detailed Implementation

[0030] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model will be further described below in conjunction with the illustrations and specific embodiments.

[0031] like Figure 1 and Figure 2As shown, the present invention proposes an engine water injection system based on throttle opening control, which includes a sensor unit, an electronic control unit and a water injection unit. The sensor unit detects the engine temperature and throttle opening, the electronic control unit generates a control signal based on the detection data, and the water injection unit performs the corresponding action.

[0032] The sensor unit refers to a detection device capable of acquiring real-time operating parameters of engine 1, specifically implemented as a combination of temperature sensor 2 and throttle position sensor 3. Temperature sensor 2 is installed in the coolant passage of engine 1 cylinder block, directly contacting the high-temperature cooling medium; throttle position sensor 3 is installed at the pedal shaft, obtaining the opening value by detecting changes in the shaft angle. The electronic control unit refers to a controller with data processing capabilities, specifically implemented using a microprocessor and analog-to-digital converter circuit, capable of converting sensor signals into water spray control commands. The water spray unit refers to the mechanical device that performs liquid atomization, specifically implemented as an atomizing nozzle 5 controlled by a solenoid valve, changing the water spray volume by adjusting the on / off frequency of the solenoid valve.

[0033] Specifically, when engine 1 starts, temperature sensor 2 continuously monitors the coolant temperature. During the cold start phase, when the detected temperature is below a set threshold, the electronic control unit keeps the water injection unit closed. As engine 1's temperature rises to its operating range, the electronic control unit begins receiving signals from throttle position sensor 3. When the throttle opening exceeds a reference value, the control signal triggers the water injection unit to operate, and atomized water enters the intake manifold 8. Under rapid acceleration conditions, sudden changes in throttle opening are prioritized to ensure that the water injection volume matches the changes in power demand in a timely manner.

[0034] Compared to existing technologies, traditional systems adjust water injection solely based on engine speed signals, leading to injection delays during rapid acceleration due to speed lag. This solution, by introducing throttle opening parameters, can detect changes in power demand in advance and initiate water injection before the engine speed increases. Furthermore, combined with temperature detection, it effectively avoids ineffective water injection when the engine is cold.

[0035] Through the above technical solution, this application achieves real-time matching between water injection control and the actual operating conditions of engine 1. Under high-temperature and high-load conditions, the system promptly increases the water injection volume to suppress knocking, while reducing the water injection frequency under low-temperature or low-load conditions, ensuring both effective exhaust gas treatment and avoiding coolant waste. Especially in urban road conditions with frequent acceleration and deceleration, the system can accurately adjust the water injection strategy according to throttle changes, significantly improving nitrogen oxide purification efficiency.

[0036] This application further proposes a sensor unit including a temperature sensor 2 and a throttle position sensor 3. The temperature sensor 2 is installed in the coolant passage of the engine block to detect the current temperature of the engine 1. The throttle position sensor 3 is installed at the pivot of the throttle pedal to detect the throttle opening. The data output terminals of the temperature sensor 2 and the throttle position sensor 3 are respectively connected to the data input terminal of the electronic control unit.

[0037] Temperature sensor 2 is a detection device used to monitor temperature changes in the core area of ​​engine 1. It can be implemented using a thermistor or thermocouple, acquiring temperature data through direct contact with the coolant. Throttle position sensor 3 is a detection device used to capture the mechanical displacement of the accelerator pedal. It can be implemented using a contact potentiometer or a non-contact Hall sensor, eliminating the influence of transmission backlash through its installation position at the shaft. The coolant passage refers to the flow path of the circulating cooling medium within the engine cylinder of engine 1. Placing a sensor at this location allows for real-time reflection of the engine 1's operating temperature. The data communication connection refers to the signal transmission channel between the sensors and the electronic control unit. It can be implemented using a CAN bus or analog signal cable, used for synchronously transmitting temperature and throttle opening data.

[0038] Specifically, temperature sensor 2 is integrated inside the coolant passage of engine block 1, directly contacting the flowing coolant and enabling it to instantly sense temperature changes in the core area of ​​engine 1. Throttle position sensor 3 is installed at the accelerator pedal pivot, directly reflecting the driver's throttle input intention by detecting the pivot's rotation angle. The temperature signals and throttle opening signals collected by both sensors are transmitted to the electronic control unit via independent data channels, forming a dual-parameter synchronous acquisition system. During cold starts, temperature sensor 2 in the coolant passage accurately identifies low temperatures, preventing premature water injection. Under rapid acceleration, the sensor at the throttle pivot quickly captures changes in pedal travel, providing real-time operating parameters for water injection control. Cross-comparison of the two sensor data verifies the accuracy of the operating condition judgment; for example, when the throttle opening increases but the temperature has not reached the threshold, the system can delay water injection to avoid invalid operation.

[0039] Compared to existing technologies, traditional solutions indirectly estimate operating conditions based on engine speed, resulting in signal transmission delays and missing temperature parameters. This solution eliminates the temperature detection lag caused by the heat conduction path of traditional external sensors by placing a temperature sensor 2 within the coolant passage; it also integrates the throttle position sensor 3 directly into the pedal shaft, avoiding signal distortion caused by mechanical transmission clearances in traditional throttle position sensors. Existing technologies cannot distinguish between cold starts and normal operating conditions using single-parameter detection, while this solution, through the collaborative work of two sensors, can accurately identify different states of engine 1, such as low-temperature preheating, idling, or high-load operation.

[0040] Through the above technical solution, this application solves the problem of misjudgment of operating conditions caused by improper sensor placement in traditional exhaust gas treatment systems. Temperature detection within the coolant passage accurately identifies the actual thermal state of engine 1, preventing accidental water injection during cold starts; throttle opening detection reflects driving intentions in real time, eliminating signal transmission delays. Synchronous acquisition and cross-validation of data from both sensors enable the electronic control unit to accurately determine the current operating state of engine 1, thereby optimizing water injection timing and volume control, avoiding water waste while ensuring effective exhaust gas treatment.

[0041] This application further proposes a throttle position sensor 3, including a contact potentiometer and a non-contact Hall sensor.

[0042] Among them, contact potentiometers refer to displacement detection devices that generate continuous voltage signals through direct contact between a sliding contact and a resistive element. Specifically, they can be implemented using carbon film potentiometers or conductive plastic potentiometers, with a wear-resistant coating on the surface of the resistive element to extend its service life. Non-contact Hall sensors refer to displacement detection devices that generate pulse signals through changes in a magnetic field. Specifically, they can be implemented using a linear Hall element combined with a permanent magnet assembly, with the magnetic sensing element physically isolated from the moving parts.

[0043] Specifically, the potentiometer's sliding contact is mechanically linked to the throttle shaft, outputting an analog voltage signal proportional to the displacement during the pedal travel, thus enabling continuous detection of the throttle opening. The Hall sensor's permanent magnet rotates synchronously with the throttle shaft, outputting discrete pulse signals by detecting changes in magnetic field strength, achieving non-contact displacement detection. The signals output by the two sensors are cross-validated in the electronic control unit. When the potentiometer's signal becomes abnormal due to contact oxidation, the Hall sensor's pulse sequence can still provide basic throttle opening data; when the Hall sensor is interfered with by an external magnetic field, the potentiometer's analog signal remains valid.

[0044] Compared to existing technologies, traditional throttle position detection uses only a single type of sensor. Potentiometers are prone to contact wear after long-term use, leading to signal drift, while Hall sensors may misinterpret signals in strong electromagnetic environments. This solution uses dual sensors working in parallel, retaining the high-precision linear detection characteristics of the potentiometer while eliminating the risk of mechanical wear through the Hall sensor, maintaining stable detection even under vibration or electromagnetic interference conditions.

[0045] Through the above technical solution, this application realizes redundant acquisition and complementary verification of throttle opening signal, effectively solving the problems of mechanical wear, signal drift and environmental interference existing in single sensors, improving the reliability and environmental adaptability of the detection system, and extending the service life of sensor components.

[0046] This application further proposes an electronic control unit including a microcontroller, an input interface circuit, and an output drive circuit; the microcontroller is used to send control signals to the water pump 4 and the nozzle 5 according to the temperature of the engine 1 and the throttle opening; the input interface circuit includes at least a first input interface and a second input interface, the first input interface is communicatively connected to the temperature sensor 2, which is used to obtain the current temperature of the engine 1; the second input interface is communicatively connected to the throttle position sensor 3, which is used to obtain the throttle opening; the output drive circuit includes at least a first output interface and a second output interface, the first output interface is communicatively connected to the control terminal of the water pump 4, which is used to control the opening and closing of the water pump 4 according to the current temperature of the engine 1; the second output interface is communicatively connected to the nozzle 5, which is used to adjust the idle ratio of the nozzle 5's working cycle according to the throttle opening.

[0047] The microcontroller refers to an integrated circuit chip with data processing capabilities. It processes temperature and throttle opening signals using built-in algorithms to generate control commands. The input interface circuit is the hardware module that acquires sensor signals. Specifically, it can be implemented using an opto-isolated operational amplifier circuit, transmitting temperature and throttle signals through independent channels to avoid signal cross-interference. The output drive circuit is the power amplification module for the actuator control signals. Specifically, it can be implemented using a MOSFET switching circuit, adjusting the injection volume of nozzle 5 through pulse width modulation. For example, if the nozzle 5's working cycle is 100 milliseconds, the duty cycle means it is on for x milliseconds and off for the remaining 100-x milliseconds.

[0048] Specifically, the coolant temperature signal detected by temperature sensor 2 is transmitted to the microcontroller through the first input interface, and the pedal position signal detected by throttle position sensor 3 is transmitted to the microcontroller through the second input interface. When the temperature is below a set threshold, the microcontroller shuts off the water pump 4 through the first output interface to prevent water spray from interfering with combustion under low-temperature conditions. When the temperature reaches the operating conditions, the microcontroller calculates the target air-time ratio based on the throttle opening change rate and sends a pulse width modulation signal to the nozzle 5 through the second output interface. For example, under rapid acceleration conditions, a rapid increase in throttle opening triggers a linear increase in air-time ratio, synchronizing the injection frequency of nozzle 5 with the load change of engine 1.

[0049] Through the above technical solution, this application has achieved the optimization and upgrade of the water spray system control logic. During the cold start stage of engine 1, water spray operation is automatically prohibited to avoid combustion instability caused by premature water spray. Under normal operating conditions, the injection quantity is matched in real time by the throttle opening signal to keep the water mist supply synchronized with the load change of engine 1, thus solving the problem of insufficient control accuracy caused by signal lag in traditional systems.

[0050] This application further proposes that the water spray unit includes a water tank 6 for storing cooling water, the outlet of the water tank 6 is connected to the front end of the engine 1 through a water supply pipe 7; a water pump 4 is installed in the water tank 6, which is used to drive the cooling water in the water tank 6 to flow through the water supply pipe 7 into the air intake pipe 8, and a nozzle 5 for atomizing the cooling water is provided at the outlet of the water supply pipe 7.

[0051] The water storage tank 6 is a closed container used to hold liquid cooling water. The water supply pipe 7 is the delivery channel connecting the water storage tank 6 to the engine 1's intake system; it can be a high-temperature resistant rubber hose secured with metal clamps, and its function is to establish a directional flow path and withstand the system's operating pressure. The water pump 4 is the mechanical device that drives the liquid flow. The nozzle 5 is the end-effector that atomizes the liquid; it can be a porous ceramic sintered structure, and its function is to convert liquid water into micron-sized droplets to increase the gas-liquid contact area.

[0052] Specifically, the water tank 6 is designed to ensure sufficient cooling water storage capacity, and the internal water pump 4 pressurizes the liquid into the water supply pipe 7 to create a directional flow. The water flows through a high-temperature resistant pipe to the front area of ​​the engine 1, where it is dispersed into a mist of fine particles at the nozzle 5 through a porous structure. The built-in design of the water pump 4 avoids the risk of seal failure associated with external installations. The water supply pipe 7 is directly connected to the high-temperature area of ​​the engine 1 for precise delivery, and the atomizing nozzle 5 uses its physical structure to alter the liquid's form to adapt to the cooling requirements of the combustion chamber. All components work together to form a closed-loop control system, achieving dynamic matching between the cooling water supply and the engine 1's operating conditions through flow regulation.

[0053] Through the above technical solutions, this application achieves pressure stability and flow controllability of the cooling water supply system, and can precisely adjust the water injection volume according to the real-time operating conditions of engine 1. The optimized design of the atomization structure enables liquid water to be fully converted into a gaseous medium, reducing combustion temperature while avoiding water waste caused by excessive spraying. The integrated layout of the water storage tank 6 and the water pump 4 reduces the space occupied by the equipment and improves the overall reliability of the system.

[0054] This application further proposes to install a return pipe 9 with a pressure relief valve 10 between the water supply pipe 7 and the water storage tank 6.

[0055] The return pipe 9 refers to the pipe structure connecting the water supply pipe 7 and the water storage tank 6. It can be implemented using pressure-resistant metal pipes or polymer material pipes, and is used to construct a cooling water circulation channel. The pressure relief valve 10 is a fluid control device with pressure sensing function, which automatically opens when the internal pressure of the water supply pipe 7 exceeds a set threshold. The first interface is connected to the water supply pipe 7 using a flange connection or a threaded connection, and the second interface is connected to the return pipe 9 using an elbow transition or a straight-through connection, used to establish a fluid loop after pressure relief.

[0056] Specifically, when the water pump 4 drives the cooling water to flow in the water supply pipe 7, if the idle period of the nozzle 5 decreases, causing the pipe pressure to rise, the spring mechanism of the pressure relief valve 10 will displace when the pressure exceeds a preset value, thus connecting the water supply pipe 7 and the return pipe 9. At this time, the high-pressure water flows through the second port of the pressure relief valve 10 into the return pipe 9 and is guided back to the water storage tank 6. When the pressure drops back to a safe range, the spring mechanism resets and cuts off the connection between the two pipes. This process achieves automatic regulation through the interaction of fluid pressure and mechanical structure, maintaining the stable working pressure of the water supply pipe 7 while redirecting the overloaded water flow back into the water storage tank 6 to form a closed loop.

[0057] Through the above technical solutions, this application effectively prevents pipeline pressure buildup caused by nozzle 5 blockage or abnormal water pump 4 output, avoiding pipe joint cracking or water pump 4 overload damage. Cooling water is reused through a closed-loop reflux system, reducing the frequency of water replenishment and extending the system's continuous operating time. The dual-port design of the pressure relief valve 10 ensures direct connection between the pressure release process and the water storage tank 6 recovery path, eliminating the environmental pollution risk caused by traditional pressure relief devices discharging into the outside world.

[0058] This application further proposes to wrap the nozzle 5 and the water supply pipe 7 with a silicone heat insulation sleeve, and to install a precision filter with a pore size of no more than 50 micrometers at the water inlet end of the nozzle 5 and the water supply pipe 7.

[0059] The silicone heat insulation sleeve refers to a tubular wrapping structure made of silicone rubber. Specifically, it can be molded to tightly adhere to the outer wall of the pipeline, utilizing the high-temperature resistance of silicone to block heat radiation from the engine compartment. This structure reduces the heat conduction rate, preventing deformation or atomization failure of the pipeline and nozzles 5 due to high temperatures. The precision filter refers to a device with a microporous filter membrane, specifically implemented using multi-layer sintered stainless steel filter elements. Its filtration accuracy is ensured by controlling the pore size to intercept particles larger than 50 micrometers in diameter. This device prevents impurities from entering the water supply pipeline 7 through physical interception, avoiding nozzle 5 blockage and maintaining smooth water flow.

[0060] Specifically, when the silicone insulation sleeve is wrapped around the outer surface of the pipeline, its internal silicon-oxygen bond structure remains stable at high temperatures, isolating the cooling water inside the pipeline from external heat sources, thereby maintaining the temperature stability of the cooling water during transportation. When the precision filter is installed at the water inlet, after the water flows through the filter membrane, suspended particles are trapped on the outside of the filter element, and the purified water flows into the pipeline and nozzle 5, preventing solid impurities from depositing at the atomization holes of nozzle 5. The combined application of these two technologies allows the water spray system to maintain structural integrity and atomization efficiency even under high-temperature and dusty conditions.

[0061] Through the above technical solution, this application solves the problem that nozzles and pipelines are easily damaged by heat in high-temperature environments, while avoiding the blockage of atomizing holes by impurities in cooling water, thus ensuring the reliable operation of the water spray system under complex working conditions.

[0062] In this document, the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inner", "outer", "vertical", and "horizontal" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the purpose of clarifying the technical solution and for the convenience of description, and therefore should not be construed as limiting the present utility model.

[0063] In this document, the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, which includes not only the elements listed but also other elements not expressly listed.

[0064] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. An engine water injection system based on control of throttle opening degree, characterized by, include The sensor unit is used to detect the temperature and throttle opening of the engine (1); The electronic control unit is used to send corresponding control signals to the water injection unit based on the detected engine (1) temperature and throttle opening. The water spray unit is used to perform actions based on control signals sent by the electronic control unit.

2. The throttle opening degree control-based engine water injection system according to claim 1, characterized by, The sensor unit includes a temperature sensor (2) and a throttle position sensor (3); The temperature sensor (2) is installed in the coolant passage of the engine (1) cylinder block and is used to detect the current temperature of the engine (1); the throttle position sensor (3) is installed at the pivot of the throttle pedal and is used to detect the throttle opening. The data output terminals of the temperature sensor (2) and the throttle position sensor (3) are respectively connected to the data input terminal of the electronic control unit.

3. The throttle opening degree control-based engine water injection system according to claim 2, characterized by, The throttle position sensor (3) includes a contact potentiometer and a non-contact Hall sensor.

4. The throttle opening degree control-based engine water injection system according to claim 2, characterized by, The electronic control unit includes a microcontroller, an input interface circuit, and an output drive circuit. The microcontroller is used to send control signals to the water pump (4) and the nozzle (5) according to the temperature and throttle opening of the engine (1); The input interface circuit includes at least a first input interface and a second input interface. The first input interface is communicatively connected to a temperature sensor and is used to obtain the current temperature of the engine (1). The second input interface is communicatively connected to a throttle position sensor and is used to obtain the throttle opening. The output drive circuit includes at least a first output interface and a second output interface. The first output interface is connected to the control terminal of the water pump (4) and is used to control the opening and closing of the water pump (4) according to the current temperature of the engine (1). The second output interface is connected to the nozzle (5) and is used to adjust the idle ratio of the nozzle (5) working cycle according to the throttle opening.

5. The throttle opening degree control-based engine water injection system according to claim 4, characterized by, The water spray unit includes a water tank (6) for storing cooling water. The outlet of the water tank (6) is connected to the front end of the engine (1) through a water supply pipe (7). The water pump (4) is installed in the water tank (6) and is used to drive the cooling water in the water tank (6) to flow through the water supply pipe (7) into the air intake pipe (8). A nozzle (5) for atomizing the cooling water is provided at the outlet of the water supply pipe (7).

6. The throttle opening degree control-based engine water injection system according to claim 5, characterized by It also includes a return pipe (9), one end of which is connected to the water supply pipe (7), and the other end of which is connected to the water storage tank (6). A pressure relief valve (10) is provided at the connection between the return pipe (9) and the water supply pipe (7). The first interface of the pressure relief valve (10) is connected to the water supply pipe (7), and the second interface of the pressure relief valve (10) is connected to the return pipe (9).

7. The throttle opening degree control-based engine water injection system according to claim 5, characterized by The nozzle (5) and water supply pipe (7) are covered with a silicone heat insulation sleeve, and a precision filter with a pore size ≤50μm is provided at the water inlet end of the nozzle (5) and water supply pipe (7).

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