Cylinder head heat dissipation structure and engine

Abstract

The utility model discloses a cylinder head heat dissipation structure and an engine, the cylinder head heat dissipation structure comprises a cylinder head, the cylinder head is used for forming the top wall of an engine combustion chamber, the cylinder head is provided with an air inlet channel and an air outlet channel, and the air inlet channel and the air outlet channel are respectively arranged on two sides of the central position of the top wall of the engine combustion chamber. The air cylinder head is provided with a heat dissipation air channel, the heat dissipation air channel comprises an air inlet section and an air outlet section which are communicated with each other, an air inlet of the air inlet section is located on the windward side of the air cylinder head, the air outlet section passes through the space between the air inlet channel and the exhaust channel, and the air inlet section and the air outlet section are arranged in an offset mode. The heat dissipation structure of the cylinder head can cover the central position of the top wall of a combustion chamber, and the heat dissipation effect of the cylinder head is improved.

Description

A cylinder head cooling structure and an engine Technical Field

[0001] This utility model relates to the technical field of engine structure, and in particular to a cylinder head heat dissipation structure and an engine. Background Technology

[0002] In the engine structure, the intake camshaft and exhaust camshaft are important components that control the opening and closing of the intake valve and exhaust valve in the engine combustion chamber. The intake camshaft and exhaust camshaft mainly control the opening and closing of the intake valve and exhaust valve through cams on the intake camshaft and the exhaust camshaft, respectively.

[0003] The cylinder head is an important component of an engine. It forms the top wall of the combustion chamber and has intake and exhaust passages that connect to the top of the combustion chamber.

[0004] The combustion chamber of an engine generates a lot of heat during operation, which is transferred to the cylinder head. To improve the heat dissipation of the cylinder head, existing cylinder heads are usually equipped with heat dissipation structures.

[0005] The heat generated in the combustion chamber is mainly transferred to the cylinder head at the top of the combustion chamber. Specifically, the highest heat is found at the center of the top wall of the combustion chamber, between the intake port of the intake passage and the exhaust port of the exhaust passage.

[0006] However, existing cylinder head cooling structures are generally located on the side of the intake port of the cylinder head's intake passage and on the side of the exhaust port of the cylinder head's exhaust passage. This makes it difficult to cover the central position of the combustion chamber top wall, where the cylinder head gets the hottest, resulting in poor cooling effect of the cooling structure on the cylinder head. Summary of the Invention

[0007] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a cylinder head heat dissipation structure that can cover the central position of the combustion chamber top wall, thereby improving the heat dissipation effect on the cylinder head.

[0008] This utility model also proposes an engine having the above-mentioned cylinder head heat dissipation structure.

[0009] A cylinder head heat dissipation structure according to a first aspect of the present invention includes a cylinder head for forming the top wall of an engine combustion chamber. The cylinder head has an intake passage and an exhaust passage, which are respectively disposed on both sides of the center of the top wall of the engine combustion chamber. The cylinder head is provided with a heat dissipation duct, which includes an air inlet section and an air outlet section that are interconnected. The air inlet of the air inlet section is located on the windward side of the cylinder head, and the air outlet section passes between the intake passage and the exhaust passage. The air inlet section and the air outlet section are offset from each other.

[0010] A cylinder head heat dissipation structure according to an embodiment of the present utility model has at least the following beneficial effects:

[0011] 1. This utility model improves heat dissipation efficiency by arranging the heat dissipation air duct in the center of the combustion chamber top wall between the intake and exhaust channels, directly covering the area with the highest heat.

[0012] 2. This utility model sets the air inlet of the air intake section on the windward side of the cylinder head. The windward air inlet uses the natural wind pressure during vehicle movement to drive the airflow, which does not require additional energy consumption and helps to reduce the heat dissipation energy consumption of the heat dissipation structure.

[0013] 3. By connecting the air inlet section and the air outlet section, this utility model allows all the cooling airflow entering the air inlet section to enter the air outlet section, thus avoiding the diversion of cooling airflow and reducing the cooling effect of the air outlet section.

[0014] 4. By setting the air inlet and outlet sections offset, i.e., the air inlet and outlet sections are not parallel, the offset design of the air inlet and outlet sections forms an airflow bending path, which prolongs the contact time between the cooling airflow and the high-temperature area, thus improving the heat dissipation effect.

[0015] According to some embodiments of the present invention, a first heat sink is provided inside the heat dissipation duct.

[0016] The advantages of this invention are: by setting a first heat sink in the heat dissipation duct, on the one hand, the first heat sink significantly increases the inner surface area of ​​the heat dissipation duct and enhances heat conduction; on the other hand, secondary heat dissipation is achieved through convective heat exchange between the first heat sink and the cooling airflow, thereby improving the overall heat dissipation efficiency.

[0017] According to some embodiments of the present invention, the first heat sink is disposed on the side wall of the heat dissipation duct near the engine combustion chamber.

[0018] The advantages of this invention are: by setting the first heat sink on the side wall of the heat dissipation duct near the engine combustion chamber, the first heat sink is arranged on the high-temperature side wall near the combustion chamber, thereby specifically enhancing heat dissipation at the heat source, shortening the heat conduction path, and improving the heat dissipation response speed.

[0019] According to some embodiments of the present invention, the first heat sink is located at the connection between the air inlet section and the air outlet section.

[0020] The advantages of this invention are: by placing the first heat sink at the connection between the air inlet section and the air outlet section, the heat sink is set at the connection where the cooling airflow direction turns, which enhances heat transfer by utilizing the airflow turbulence effect. At the same time, it prevents the formation of airflow dead zones and improves the uniformity of airflow distribution in the cooling duct.

[0021] According to some embodiments of the present invention, the number of the first heat sink is set to multiple, and the multiple first heat sinks are arranged along the width direction of the heat dissipation air duct.

[0022] The advantages of this invention are: by setting the number of first heat sinks to multiple, and arranging the multiple first heat sinks along the width of the heat dissipation channel, the parallel structure of multiple first heat sinks forms a heat dissipation array, which multiplies the heat dissipation area. At the same time, the multiple first heat sinks are arranged at intervals to form a multi-channel air supply, which improves the heat transfer coefficient.

[0023] According to some embodiments of this utility model, the air inlet section and the air outlet section are perpendicular to each other.

[0024] The advantage is that by making the air inlet section and the air outlet section perpendicular to each other, the heat dissipation air duct forms an L-shaped air duct structure, which makes it easy to arrange an efficient heat dissipation path in a limited space.

[0025] According to some embodiments of the present invention, the intake passage has an intake port located on the bottom wall of the cylinder head and connected to the engine combustion chamber, the exhaust passage has an exhaust port located on the bottom wall of the cylinder head and connected to the engine combustion chamber, and the exhaust section passes between the intake port and the exhaust port.

[0026] The advantage of this invention is that by having an intake passage located on the bottom wall of the cylinder head and connected to the engine combustion chamber, and an exhaust passage located on the bottom wall of the cylinder head and connected to the engine combustion chamber, and the exhaust section passing between the intake and exhaust ports, the exhaust section precisely passes through the geometric center of the intake and exhaust ports, thus achieving full coverage of the core area of ​​the heat source.

[0027] According to some embodiments of this utility model, there are two air inlets and two air outlets. The two air inlets and two air outlets are arranged circumferentially along the center of the top wall of the engine combustion chamber, and the air outlet section passes between the two air inlets and two air outlets.

[0028] The advantages of this invention are: by setting two air inlets and two air outlets, the two air inlets and two air outlets are arranged circumferentially along the center of the top wall of the engine combustion chamber, and the air outlet section passes between the two air inlets and two air outlets. It can be understood that the circumferential arrangement of the air inlets and outlets matches the direction of the air duct, optimizes the symmetry of the heat field distribution, and the air outlet section precisely passes through the geometric center of the two air inlets and two air outlets, achieving full coverage of the core area of ​​the heat source.

[0029] According to some embodiments of the present invention, the outer peripheral wall of the cylinder head is provided with a second heat sink.

[0030] The advantages of this invention are that by providing a second heat sink on the outer peripheral wall of the cylinder head, on the one hand, the second heat sink forms an external auxiliary heat dissipation system, which, together with the internal cooling air duct, constitutes a composite heat dissipation system; on the other hand, the heat dissipation of the outer peripheral wall improves the cooling effect of the cylinder head edge area and avoids local overheating.

[0031] According to some embodiments of the present invention, the air inlet of the air inlet section is trumpet-shaped, and the large diameter end of the air inlet faces outward.

[0032] The advantages of this invention are that by making the air inlet of the air intake section funnel-shaped with the large diameter end of the air inlet facing outward, on the one hand, the funnel-shaped air inlet creates a Venturi effect, increasing the air intake speed and enhancing the wind pressure; on the other hand, the design of the large diameter end of the air inlet facing outward expands the air intake cross-sectional area, ensuring sufficient air volume even under low-speed conditions.

[0033] An engine according to a second aspect of the present invention includes a cylinder head cooling structure, an intake system, and an exhaust system as described in the first aspect of the present invention.

[0034] The cylinder head cooling structure includes a cylinder head that forms the top wall of the engine combustion chamber. The cylinder head has an intake passage and an exhaust passage. The intake system and the exhaust system are disposed within the cylinder head. The intake system includes an intake camshaft and intake valves. The intake valves are used to open and close the intake passage. An intake cam is provided on the intake camshaft, and the intake cam is used to control the opening and closing of the two intake valves. The exhaust system includes an exhaust camshaft and an exhaust valve. The exhaust valve is used to open and close the exhaust passage. An exhaust cam is provided on the exhaust camshaft, and the exhaust cam is used to control the opening and closing of the exhaust valve.

[0035] An engine according to an embodiment of the present invention has at least the following beneficial effects:

[0036] 1. This utility model improves heat dissipation efficiency by arranging the heat dissipation air duct in the center of the combustion chamber top wall between the intake and exhaust channels, directly covering the area with the highest heat.

[0037] 2. This utility model sets the air inlet of the air intake section on the windward side of the cylinder head. The windward air inlet uses the natural wind pressure during vehicle movement to drive the airflow, which does not require additional energy consumption and helps to reduce the heat dissipation energy consumption of the heat dissipation structure.

[0038] 3. By connecting the air inlet section and the air outlet section, this utility model allows all the cooling airflow entering the air inlet section to enter the air outlet section, thus avoiding the diversion of cooling airflow and reducing the cooling effect of the air outlet section.

[0039] 4. By setting the air inlet and outlet sections offset, i.e., the air inlet and outlet sections are not parallel, the offset design of the air inlet and outlet sections forms an airflow bending path, which prolongs the contact time between the cooling airflow and the high-temperature area, thus improving the heat dissipation effect.

[0040] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0041] To more clearly illustrate the technical solutions of the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 is a structural schematic diagram of an engine according to an embodiment of the present utility model;

[0043] Figure 2 is a schematic diagram of the cylinder head cooling structure, intake system and exhaust system shown in Figure 1.

[0044] Figure 3 is a structural schematic diagram from another perspective shown in Figure 2;

[0045] Figure 4 is a schematic diagram of a cylinder head heat dissipation structure according to an embodiment of the present utility model;

[0046] Figure 5 is a structural schematic diagram from another perspective shown in Figure 4;

[0047] Figure 6 is the front view shown in Figure 4;

[0048] Figure 7 is a side view shown in Figure 4;

[0049] Figure 8 is a cross-sectional view of AA shown in Figure 6.

[0050] Reference numerals: 100-Cylinder head, 110-Intake passage, 120-Exhaust passage, 130-Cooling duct, 140-Intake section, 150-Exhaust section, 160-First radiator, 170-Intake port, 180-Exhaust port, 190-Second radiator, 200-Intake system, 210-Exhaust system, 220-Intake camshaft, 230-Intake valve, 240-Intake camshaft, 250-Exhaust camshaft, 260-Exhaust valve, 270-Exhaust camshaft. Detailed Implementation

[0051] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0052] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0053] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" and "second" are mentioned, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.

[0054] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation, connection, and linkage" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0055] The following description, in conjunction with the accompanying drawings, describes a cylinder head cooling structure and engine according to an embodiment of the present invention.

[0056] The present invention aims to provide an embodiment of a cylinder head heat dissipation structure and an engine.

[0057] Referring to Figures 1, 2 and 3, in this embodiment, the engine mainly includes a cylinder head cooling structure, an intake system 200 and an exhaust system 210.

[0058] Referring to Figures 4 and 5, the cylinder head cooling structure mainly includes a cylinder head 100, which forms the top wall of the engine combustion chamber. The cylinder head 100 has an intake passage 110 and an exhaust passage 120.

[0059] Referring to Figures 6, 7, and 8, specifically, the intake passage 110 and the exhaust passage 120 are respectively located on both sides of the center of the top wall of the engine combustion chamber. The cylinder head 100 is provided with a cooling duct 130, which includes an intake section 140 and an exhaust section 150 that are interconnected. The air inlet of the intake section 140 is located on the windward side of the cylinder head 100, and the exhaust section 150 passes between the intake passage 110 and the exhaust passage 120. The intake section 140 and the exhaust section 150 are offset from each other.

[0060] In this embodiment, the heat dissipation duct 130 is arranged in the center of the combustion chamber top wall between the intake passage 110 and the exhaust passage 120, directly covering the area with the highest heat, thus effectively improving heat dissipation efficiency.

[0061] In this embodiment, the air inlet of the air inlet section 140 is set on the windward side of the cylinder head 100. The windward air inlet uses the natural wind pressure during vehicle movement to drive the airflow, which does not require additional energy consumption and helps to reduce the heat dissipation energy consumption of the heat dissipation structure.

[0062] In this embodiment, by connecting the air inlet section 140 and the air outlet section 150, the cooling airflow entering the air inlet section 140 can all enter the air outlet section 150, thus avoiding the diversion of the cooling airflow and reducing the cooling effect of the air outlet section 150.

[0063] In this embodiment, the air inlet section 140 and the air outlet section 150 are offset, that is, the air inlet section 140 and the air outlet section 150 are not parallel. As a result, the offset design of the air inlet section 140 and the air outlet section 150 forms an airflow bending path, which prolongs the contact time between the cooling airflow and the high-temperature area and is conducive to improving the heat dissipation effect.

[0064] In some specific embodiments, a first heat sink 160 is provided inside the heat dissipation duct 130. Thus, on the one hand, the first heat sink 160 significantly increases the inner surface area of ​​the heat dissipation duct 130 and enhances heat conduction; on the other hand, secondary heat dissipation is achieved through convective heat exchange between the first heat sink 160 and the cooling airflow, thereby improving the overall heat dissipation efficiency.

[0065] Furthermore, the first heat sink 160 is disposed on the side wall of the heat dissipation duct 130 near the engine combustion chamber. Thus, the first heat sink 160 is arranged on the high-temperature side wall near the combustion chamber, which specifically enhances heat dissipation at the heat source, shortens the heat conduction path, and improves the heat dissipation response speed.

[0066] In some specific embodiments, the first heat sink 160 is located at the connection between the air inlet section 140 and the air outlet section 150. Thus, the heat sink is provided at the connection where the cooling airflow direction turns, which enhances heat transfer by utilizing the airflow turbulence effect. At the same time, it prevents the formation of airflow dead zones and improves the uniformity of airflow distribution in the cooling air duct.

[0067] Furthermore, in order to ensure that the first heat sink 160 guides the cooling airflow smoothly, the first heat sink 160 can be arranged in an arc shape along the offset angle of the air inlet section 140 and the air outlet section 150.

[0068] In some specific embodiments, the number of first heat sinks 160 is set to multiple, and the multiple first heat sinks 160 are arranged along the width direction of the heat dissipation air duct 130. Thus, the multiple first heat sinks 160 are arranged in parallel to form a heat dissipation array, which multiplies the heat dissipation area. At the same time, the multiple first heat sinks 160 are arranged at intervals to form a multi-channel air supply, which improves the heat transfer coefficient.

[0069] In some specific embodiments, the air inlet section 140 and the air outlet section 150 are perpendicular to each other, thereby forming an L-shaped air duct structure in the heat dissipation duct 130, which facilitates the arrangement of an efficient heat dissipation path in a limited space.

[0070] In some specific embodiments, the intake passage 110 has an intake port 170 located on the bottom wall of the cylinder head 100 and connected to the engine combustion chamber, the exhaust passage 120 has an exhaust port 180 located on the bottom wall of the cylinder head 100 and connected to the engine combustion chamber, and the exhaust section 150 passes between the intake port 170 and the exhaust port 180, so that the exhaust section 150 precisely passes through the geometric center of the intake port 170 and the exhaust port 180, achieving full coverage of the core area of ​​the heat source.

[0071] Furthermore, there are two air inlets 170 and two air outlets 180. The two air inlets 170 and the two air outlets 180 are arranged circumferentially along the center of the top wall of the engine combustion chamber, and the air outlet section 150 passes between the two air inlets 170 and the two air outlets 180.

[0072] Understandably, the circumferentially arranged air inlets 170 and outlets 180 are aligned with the air duct direction, optimizing the symmetry of the heat field distribution. The air outlet section 150 precisely passes through the geometric center of the two air inlets 170 and the two outlets 180, achieving full coverage of the core heat source area.

[0073] In some specific embodiments, the outer peripheral wall of the cylinder head 100 is provided with a second heat sink 190. Thus, on the one hand, the second heat sink 190 forms an external auxiliary heat dissipation system, which, together with the internal cooling air duct, constitutes a composite heat dissipation system. On the other hand, the heat dissipation of the outer peripheral wall improves the cooling effect of the edge area of ​​the cylinder head 100, and avoids local overheating.

[0074] In some specific embodiments, the air inlet of the air inlet section 140 is funnel-shaped with the large diameter end of the air inlet facing outward. Thus, on the one hand, the funnel-shaped air inlet creates a Venturi effect, increasing the air intake speed and enhancing the wind pressure; on the other hand, the design of the large diameter end of the air inlet facing outward expands the air intake cross-sectional area, ensuring sufficient air volume even under low-speed operating conditions.

[0075] In some specific embodiments, the intake system 200 and the exhaust system 210 are disposed within the cylinder head 100.

[0076] For the intake system 200, the intake system 200 includes an intake camshaft 220 and an intake valve 230. The intake valve 230 is used to open and close the intake passage 110. An intake cam 240 is provided on the intake camshaft 220, and the intake cam 240 is used to control the opening and closing of the intake valve 230.

[0077] Furthermore, there are two intake valves 230 and two intake cams 240 are provided on the intake camshaft 220. The two intake cams 240 are used to control the opening and closing of the two intake valves 230 respectively.

[0078] For the exhaust system 210, the exhaust system 210 includes an exhaust camshaft 250 and an exhaust valve 260. The exhaust valve 260 is used to open and close the exhaust passage 120. An exhaust cam 270 is provided on the exhaust camshaft 250, and the exhaust cam 270 is used to control the opening and closing of the exhaust valve 260.

[0079] Furthermore, there are two exhaust valves 260, and two exhaust cams 270 are provided on the exhaust camshaft 250. The two exhaust cams 270 are used to control the opening and closing of the two exhaust valves 260 respectively.

[0080] It is understood that this embodiment solves the heat dissipation bottleneck of high-power engines by integrating the optimized heat dissipation structure with the dual cam intake system 200 and the dual cam exhaust system 210.

[0081] This embodiment improves the working stability of the intake valve 230 and exhaust valve 260 through the synergistic cooling of the cylinder head heat dissipation structure, and extends the service life of the intake system 200 and exhaust system 210.

[0082] This embodiment has a compact overall structure, which ensures heat dissipation performance without affecting the spatial layout of the dual cam intake system 200 and the dual cam exhaust system 210.

[0083] In the description of this specification, references to terms such as "an embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0084] The terms "first," "second," "third," "fourth," etc. (if applicable) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments described herein can be implemented in a sequence other than that illustrated or described herein.

[0085] It should also be noted that, in the description of this specification, relational terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations.

[0086] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may also include other steps or units that are not explicitly listed or that are inherent to such processes, methods, products, or apparatus.

[0087] Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0088] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A cylinder head cooling structure, comprising a cylinder head (100) for forming the top wall of an engine combustion chamber, the cylinder head (100) having an intake passage (110) and an exhaust passage (120), characterized in that: The intake passage (110) and the exhaust passage (120) are respectively located on both sides of the center of the top wall of the engine combustion chamber. The cylinder head (100) is provided with a heat dissipation duct (130). The heat dissipation duct (130) includes an air intake section (140) and an air outlet section (150) that are connected to each other. The air inlet of the air intake section (140) is located on the windward side of the cylinder head (100). The air outlet section (150) passes between the intake passage (110) and the exhaust passage (120). The air intake section (140) and the air outlet section (150) are offset.

2. The cylinder head heat dissipation structure according to claim 1, characterized in that, The heat dissipation duct (130) is provided with a first heat sink (160).

3. The cylinder head heat dissipation structure according to claim 2, characterized in that, The first heat sink (160) is disposed on the side wall of the heat dissipation duct (130) near the engine combustion chamber.

4. The cylinder head heat dissipation structure according to claim 2, characterized in that, The first heat sink (160) is located at the connection between the air inlet section (140) and the air outlet section (150).

5. A cylinder head heat dissipation structure according to claim 2, characterized in that, The number of the first heat sink (160) is set to multiple, and the multiple first heat sinks (160) are arranged along the width direction of the heat dissipation air duct (130).

6. The cylinder head heat dissipation structure according to claim 1, characterized in that, The air inlet section (140) and the air outlet section (150) are perpendicular to each other.

7. The cylinder head heat dissipation structure according to claim 1, characterized in that, The intake passage (110) has an intake port (170) located on the bottom wall of the cylinder head (100) and connected to the engine combustion chamber, and the exhaust passage (120) has an exhaust port (180) located on the bottom wall of the cylinder head (100) and connected to the engine combustion chamber, and the exhaust section (150) passes between the intake port (170) and the exhaust port (180).

8. The cylinder head heat dissipation structure according to claim 1, characterized in that, The outer peripheral wall of the cylinder head (100) is provided with a second heat sink (190).

9. A cylinder head heat dissipation structure according to claim 1, characterized in that, The air inlet of the air inlet section (140) is trumpet-shaped, with the large diameter end of the air inlet facing outward.

10. An engine, characterized in that, The invention includes a cylinder head cooling structure, an intake system (200), and an exhaust system (210) as described in any one of claims 1 to 9; the cylinder head cooling structure includes a cylinder head (100) for forming the top wall of an engine combustion chamber, the cylinder head (100) having an intake passage (110) and an exhaust passage (120), the intake system (200) and the exhaust system (210) being disposed within the cylinder head (100); the intake system (200) includes an intake camshaft (220) and an intake valve (230), the intake... The door (230) is used to open and close the intake passage (110). An intake cam (240) is provided on the intake camshaft (220). The intake cam (240) is used to control the opening and closing of the intake door (230). The exhaust system (210) includes an exhaust camshaft (250) and an exhaust valve (260). The exhaust valve (260) is used to open and close the exhaust passage (120). An exhaust cam (270) is provided on the exhaust camshaft (250). The exhaust cam (270) is used to control the opening and closing of the exhaust valve (260).

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