Coupler and vehicle

Abstract

The utility model provides a coupler and a vehicle. The coupler comprises an input piece, a vibration reduction piece meshed with the input piece and an output piece meshed with the vibration reduction piece. Moreover, the vibration reduction piece is provided with a plurality of first vibration reduction bodies and a plurality of second vibration reduction bodies which are alternately arranged in the circumferential direction of the vibration reduction piece, a preset gap is formed between each second vibration reduction body and the input piece in the circumferential direction of the coupler, and a preset gap is formed between each second vibration reduction body and the output piece in the circumferential direction of the coupler. According to the coupler, the first vibration reduction bodies and the second vibration reduction bodies are alternately arranged on the vibration reduction piece, and the preset gaps are formed between the second vibration reduction bodies and the input piece and between the second vibration reduction bodies and the output piece in the circumferential direction of the coupler. Therefore, the coupler can have the first state in the process of eliminating the preset gap and the second state of compressing the vibration reduction piece after the preset gap is eliminated, and therefore the coupler can have the good vibration reduction and noise reduction effect, and the coupler can meet the requirements of a vehicle under different working conditions.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, and in particular to a coupling. Meanwhile, the utility model also relates to a vehicle provided with the coupling. Background Art

[0002] At present, customers' requirements for vehicle noise reduction are increasing. The transmission chain of longitudinal vehicles is longer, and the torque and displacement of the powertrain are increasing. Therefore, the noise generated by the transmission system has a more prominent impact on the noise of the whole vehicle. In order to further reduce the noise of the transmission system and minimize the modification of the transmission system, the transmission system is usually adjusted by adding elastic couplings to reduce the torsional vibration of the transmission system and achieve the purpose of reducing the noise inside the vehicle. However, the existing elastic couplings have a single stiffness and poor vibration and noise reduction effects, which makes it difficult to meet the complex requirements of vehicles under multiple working conditions such as uniform speed, rapid acceleration, and rapid deceleration. Utility Model Content

[0003] In view of this, the utility model aims to provide a coupling to improve its vibration reduction effect and reduce the noise generated.

[0004] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0005] A coupling comprises an input member, a vibration damping member engaged with the input member, and an output member engaged with the vibration damping member;

[0006] The vibration damper has a plurality of first vibration dampers and a plurality of second vibration dampers alternately arranged along its own circumference, each of the second vibration dampers and the input member has a preset gap in the circumferential direction of the coupling, and each of the second vibration dampers and the output member has a preset gap in the circumferential direction of the coupling.

[0007] Further, the input member has a plurality of first bite grooves, the first vibration damper and the second vibration damper both have bite portions, and the bite portions have second bite grooves, and the output member has a bite block;

[0008] The biting portion and the biting block both correspond to the first biting groove one by one, and the biting portion is bitten in the first biting groove, and the biting block is bitten in the second biting groove.

[0009] Furthermore, the side walls of the first engagement groove are inclined surfaces arranged at an angle to the axial direction of the coupling, and the side surfaces of the engagement block are adapted to the engagement block;

[0010] There is the preset gap between the engagement portion of the second vibration damper and the side walls of the first engagement groove, and there is the preset gap between the engagement portion of the second vibration damper and the side surfaces of the engagement block.

[0011] Furthermore, the structures of the first engagement grooves are the same, and the structures of the engagement blocks are the same.

[0012] Furthermore, a frame is embedded in the vibration damping component, and each of the first vibration damping bodies and each of the second vibration damping bodies are connected to the frame and covered on the outside of the frame.

[0013] Furthermore, a through hole is provided in the middle of the vibration damping member, and the frame follows the shape of the vibration damping member.

[0014] Furthermore, the input member and / or the output member is provided with a connecting plate protruding outward in its radial direction, and the connecting plate is provided with a connecting portion;

[0015] The input member and / or the output member is connected to an external component via the connecting portion.

[0016] Furthermore, the stiffness of the first vibration damper is smaller than the stiffness of the second vibration damper.

[0017] Furthermore, the first vibration damper is made of natural rubber, and the second vibration damper is made of styrene-butadiene rubber.

[0018] Compared with the prior art, the utility model has the following advantages:

[0019] The coupling of the utility model is provided with a plurality of first vibration damping bodies and a plurality of second vibration damping bodies arranged alternately on the vibration damping member, and each second vibration damping body has a preset gap with the input member and the output member in the circumferential direction of the coupling. Thus, the coupling can have a first state in the process of eliminating the preset gap, and a second state of compressing the vibration damping member after eliminating the preset gap, so that the coupling can have a better vibration damping effect and reduce the noise generated, which is conducive to the coupling meeting the requirements of the vehicle under different working conditions.

[0020] In addition, by providing a plurality of first bite grooves on the input member, providing a bite portion on the first vibration damper and the second vibration damper, and the bite portion having a second bite groove, it is convenient to realize the mutual bite between the vibration damper and the input member and the output member, and it is also beneficial to improve the torque transmission effect. The side walls of the first bite groove are set as inclined surfaces set at an angle with the axial direction of the coupling, and the side surfaces of the bite block are adapted to the bite block, which can increase the contact area between the bite portion of the second vibration damper and the input member and the output member, thereby improving the torque transmission effect from the input member to the output member. At the same time, it can also make the vibration damper have better vibration reduction and vibration isolation performance, which is beneficial to reduce the acceleration roar noise of the whole vehicle.

[0021] Secondly, by embedding a skeleton in the vibration damper, the rigidity of the coupling can be improved, thereby increasing the torque transmission performance of the coupling. The vibration damper has a through hole in the middle, and the skeleton follows the shape of the vibration damper, which makes it easy to add a vibration damper at the through hole or change the thickness of the skeleton during the processing of the coupling based on needs, thereby changing the weight of the coupling, thereby facilitating the adjustment of the center frequency of the coupling and improving its applicability.

[0022] In addition, by providing a connecting plate on the input member and / or the output member, and providing a connecting portion on the connecting plate, not only is the structure simple, but it is also convenient to connect the input member and / or the output member to an external component. The stiffness of the first vibration damper is less than the stiffness of the second vibration damper, so that the coupling can have a first state in the process of eliminating the preset gap, a second state of compressing the first vibration damper after eliminating the gap, and a third state of compressing the first vibration damper and the second vibration damper at the same time, which can better meet the vibration reduction and noise reduction requirements of the vehicle under different working conditions. The first vibration damper is made of natural rubber, and the second vibration damper is made of styrene-butadiene rubber, which is easy to obtain and convenient for design and implementation.

[0023] Another object of the present invention is to provide a vehicle, on which the coupling as described above is provided.

[0024] The vehicle described in the utility model can reduce the noise during the driving process of the vehicle by arranging the coupling as described above, which is beneficial to improving the riding comfort of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0026] Figure 1 This is a schematic diagram of the structure of the coupling according to an embodiment of the utility model;

[0027] Figure 2It is a structural schematic diagram of the coupling according to an embodiment of the utility model from another perspective;

[0028] Figure 3 for Figure 2 A magnified view of part A;

[0029] Figure 4 It is a structural schematic diagram of the coupling according to the embodiment of the utility model from another perspective;

[0030] Figure 5 for Figure 4 Sectional view along the midline BB;

[0031] Figure 6 It is an assembly diagram between the input member and the vibration damping member according to an embodiment of the utility model;

[0032] Figure 7 This is a schematic diagram of the structure of the input member according to an embodiment of the utility model;

[0033] Figure 8 It is a schematic diagram of the structure of the vibration damping member according to an embodiment of the utility model;

[0034] Fig. 9 This is a schematic diagram of the structure of the output member according to an embodiment of the utility model;

[0035] Fig.10 This is a schematic diagram of the structure of the skeleton described in the embodiment of the utility model;

[0036] Description of reference numerals:

[0037] 1. Input part; 2. Vibration damping part; 3. Output part; 4. Frame; P. Preset gap; M. Second bite groove; N. Through hole;

[0038] 101, first engagement groove; 102, projection; 103, connection plate;

[0039] 201, first vibration damper; 202, second vibration damper; 2a, bite portion; 2b, overlap portion;

[0040] 301, bite block;

[0041] 401. Center sleeve; 402. Plate body. DETAILED DESCRIPTION

[0042] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0043] In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0044] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installation", "connection", "connection", and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0045] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0046] A coupling is a device used to connect a driving shaft and a passive shaft, or to connect a driving shaft and a rotating part, and to make the two connected parts rotate together during the transmission of motion and power, and not to be disengaged under normal circumstances. By setting a coupling, not only can the offset (including axial offset, radial offset, angular offset or combined offset) between the two connected parts caused by inaccurate manufacturing and installation, deformation during operation or thermal expansion be compensated, but also the impact can be mitigated, vibration can be absorbed, and noise can be reduced. However, the couplings in the prior art usually have low vibration and noise reduction performance, resulting in poor ride comfort of the vehicle. For this reason, this embodiment specifically proposes a coupling with better vibration and noise reduction performance.

[0047] In terms of overall structure, the coupling of this embodiment includes an input member 1, a damper 2 engaged with the input member 1, and an output member 3 engaged with the damper 2. In addition, the damper 2 has a plurality of first dampers 201 and a plurality of second dampers 202 alternately arranged along its circumference, each second damper 202 has a preset gap P with the input member 1 in the circumferential direction of the coupling, and each second damper 202 has a preset gap P with the output member 3 in the circumferential direction of the coupling.

[0048] The coupling of this embodiment is provided with a plurality of first vibration damping bodies 201 and a plurality of second vibration damping bodies 202 arranged alternately on the vibration damping member 2, and a preset gap P is provided between each second vibration damping body 202 and the input member 1 and the output member 3 in the circumferential direction of the coupling. Thus, the coupling can have a first state in the process of eliminating the preset gap P, and a second state in which the vibration damping member 2 is compressed after the preset gap P is eliminated, so that the coupling can have a better vibration damping effect and reduce the noise generated, which is conducive to the coupling meeting the requirements of the vehicle under different working conditions.

[0049] Based on the above overall introduction, an exemplary structure of the coupling of this embodiment is referred to as follows: Figures 1 to 5 As shown in the figure, the axial direction of the coupling is Figure 2 The up and down directions shown in the state, the radial direction is the direction of the axis passing through the coupling in the radial plane, and the circumferential direction is the circumferential direction, which together with the axial and radial directions of the coupling constitute the three orthogonal directions of the cylindrical coordinates.

[0050] And, combined with Figure 1 , Figure 2 and Figure 6 As shown in , as a specific embodiment, the input member 1 has a plurality of first bite grooves 101, the first vibration damper 201 and the second vibration damper 202 both have a bite portion 2a, and the bite portion 2a has a second bite groove M, and the output member 3 has a bite block 301. At the same time, the bite portion 2a and the bite block 301 both correspond to the first bite groove 101 one by one, and the bite portion 2a bites in the first bite groove 101, and the bite block 301 bites in the second bite groove M.

[0051] In order to improve the torque transmission effect of the coupling, as a preferred embodiment, the structures of the first engagement grooves 101 and the engagement blocks 301 in this embodiment are the same. As a result, the first vibration damper 201 and the second vibration damper 202 have basically the same structure, and the only difference is that the local thickness of the second vibration damper 202 is relatively thin, so as to form a preset gap P between the input member 1 and the output member 3.

[0052] It is understandable that, in addition to setting the structures of the first bite grooves 101 to be identical, the first bite grooves 101 may be divided into two types that are alternately set, one of which is larger than the other, and the two first bite grooves 101 are respectively provided with the first vibration damper 201 and the second vibration damper 202. In addition, in addition to setting the structures of the bite blocks 301 to be identical, they may be divided into two types of different sizes, and respectively engage with the bite portions 2a of the first vibration damper 201 and the second vibration damper 202.

[0053] As a preferred embodiment, the structure of the input member 1 of this embodiment refers to Figure 6 and Figure 7 As shown in , the input member 1 includes a circular body, and a plurality of first bite grooves 101 are evenly distributed along the circumference of the body. In addition, in order to adapt to the setting of the through hole N described below, a through hole is provided in the middle of the body. And, as a specific embodiment, there are six first bite grooves 101 evenly distributed along the circumference of the body, and each first bite groove 101 extends from the edge of the body along its radial direction to the middle. At the same time, due to the setting of the plurality of first bite grooves 101, a plurality of protrusions 102 evenly distributed along its circumference are formed on one side of the body 402, and the cross-sections of each protrusion 102 and the bite block 301 are triangular.

[0054] Here, it should be noted that the number of the first engaging grooves 101 is not limited to the number shown in the figure, and it can be adjusted accordingly according to design requirements, and the engaging portion 2a and the engaging block 301 can be adjusted accordingly. In addition, in addition to setting the cross-section of each protrusion 102 and the engaging block 301 to be triangular, it is also feasible to set the cross-section to be rectangular.

[0055] In addition, in order to facilitate the connection between the input member 1 and external components such as the driving shaft, as a preferred embodiment, the input member 1 also includes a connecting plate 103 extending radially outwardly from the body, and a connecting portion is provided on the connecting plate 103, through which the input member 1 is connected to the external component (such as the driving shaft). And, as a preferred embodiment, the connecting portion is a connecting hole provided on the connecting plate 103, so that the input member 1 can be connected to the external component through a bolt and a nut inserted in the connecting hole. Of course, in addition to being a connecting hole, the connecting portion can also be a stud provided on the connecting plate 103.

[0056] At this time, in order to improve the connection firmness between the input member 1 and the external component to ensure the torque transmission effect, as a preferred embodiment, Figure 7 As shown in , there are three connection plates 103 evenly distributed along the circumference of the input member 1, and each connection portion is arranged one by one with the protrusion 102. In this way, the connection portions on the three connection plates 103 are arranged in a triangular shape, so that the triangle has a good stability, which is conducive to ensuring the connection firmness between the input member 1 and the external component.

[0057] The structure of the output member 3 of this embodiment is as follows Figure 8 As shown in , it is adapted to be arranged on the input member 1, and a plurality of bite blocks 301 are evenly arranged along the circumference of the output member 3, and a groove is formed between two adjacent bite blocks 301. Moreover, the number of the bite blocks 301 corresponds to the first bite grooves 101, and the cross section of the bite block 301 is also triangular. As a preferred embodiment, as Figure 8As shown in , the overall structure of the output member 3 is the same as that of the input member 1, except that the connecting plate 103 on the output member 3 is arranged corresponding to the groove. Moreover, after the coupling is assembled, the connecting plates 103 on the input member 1 and the connecting plates 103 on the output member 3 are arranged alternately along the circumferential direction of the coupling. This design can prevent the connection structure between the input member 1 and the active member from interfering with the connection structure between the output member 3 and the passive member.

[0058] The existing elastic coupling with rubber has a poor durable structure of the rubber component, small overall stiffness and inertia, and cannot achieve its own multi-stage vibration reduction. The vibration reduction and noise reduction performance is poor, making it difficult for the existing elastic coupling to meet the requirements of the vehicle. To this end, as a preferred embodiment, in this embodiment, the stiffness of the first vibration damper 201 is less than the stiffness of the second vibration damper 202. As a result, the coupling can have a first state in the process of eliminating the preset gap P, a second state of compressing the first vibration damper 201 after eliminating the gap, and a third state of compressing the first vibration damper 201 and the second vibration damper 202 at the same time, which can better meet the vibration reduction and noise reduction requirements of the vehicle under different working conditions.

[0059] Furthermore, during the specific manufacturing process, a special fixture can be used to reserve a preset gap P during the vulcanization process of the second vibration damper 202, so as to achieve multi-level stiffness of the system. Furthermore, the first vibration damper 201 can be made of natural rubber, and the second vibration damper 202 can be made of styrene-butadiene rubber. Of course, in addition to the first vibration damper 201 being made of natural rubber and the second vibration damper 202 being made of styrene-butadiene rubber, the first vibration damper 201 and the second vibration damper 202 can also be made of other rubbers in the prior art, as long as the stiffness of the first vibration damper 201 is less than the stiffness of the second vibration damper 202.

[0060] Based on the above description of the input member 1 and the output member 3, the structure of the vibration damping member 2 of this embodiment is as follows: Fig. 9 As shown in , it is sandwiched between the input member 1 and the output member 3 along the axial direction of the coupling, and due to the mutual engagement between the damping member 2 and the input member 1 and the output member 3, the torque can be transmitted between the input member 1 and the output member 3. Fig. 9 As shown in the figure, the first vibration damper 201 and the second vibration damper 202 both include a bite portion 2a that bites into the first bite groove 101, and a lap portion 2b provided on two opposite sides of the bite portion 2a. The lap portion 2b is lapped on the convex block 102 on the corresponding side, and the lap portions 2b of the adjacent first vibration dampers 201 and second vibration dampers 202 are connected.

[0061] As a further embodiment, in combination Figure 5 , Figure 7 , Figure 8 and Fig. 9As shown in , the side walls of the first engagement groove 101 are inclined surfaces set at an angle with the axial direction of the coupling, and the side surfaces of the engagement block 301 are adapted to the engagement block 301. In other words, the inclination angle of the side surfaces of the engagement block 301 is the same as the inclination angle of the side walls of the first engagement groove 101, and the cross-sections of the protrusion 102 and the engagement block 301 are gradually increased along the axial direction of the coupling. In addition, there is a preset gap P between the engagement portion 2a of the second vibration damper 202 and the side walls of the first engagement groove 101, and there is also a preset gap P between the engagement portion 2a of the second vibration damper 202 and the side surfaces of the engagement block 301.

[0062] Such arrangement can increase the contact area between the engaging portion 2a of the second damper 202 and the input member 1 and the output member 3, thereby improving the torque transmission effect from the input member 1 to the output member 3. At the same time, it can also enable the damper 2 to have better vibration reduction, vibration isolation and frequency shifting performance, which is beneficial to reducing the acceleration roar noise of the whole vehicle.

[0063] The preset gap P between the engaging portion 2a of the second vibration damper 202 and the side walls of the first engaging groove 101 gradually increases from the notch of the first engaging groove 101 to the groove bottom, that is, gradually increases from the top to the bottom of the protrusion 102. The preset gap P between the engaging portion 2a of the second vibration damper 202 and the side surfaces of the engaging block 301 gradually increases from the top to the bottom of the engaging block 301. It is worth noting that, in addition to setting the side walls of the first engaging groove 101 as inclined planes that are angled with the axial direction of the coupling, setting the side walls of the first engaging groove 101 as planes that are parallel to the axial direction of the coupling is also feasible.

[0064] In addition, as a further implementation, the vibration damper 2 is embedded with a skeleton 4, and each first vibration damper 201 and each second vibration damper 202 are connected to the skeleton 4 and coated on the outside of the skeleton 4. In this embodiment, by embedding the skeleton 4 in the vibration damper 2, the rigidity of the coupling can be improved, thereby increasing the torque transmission performance of the coupling. Moreover, the provision of the skeleton 4, on the one hand, can increase the weight of the coupling, increase the dissipated work when the coupling rotates, and thus increase the damping of the coupling. On the other hand, the support effect on the vibration damper 2 can be improved, and the vibration isolation, vibration reduction, and frequency shifting effects of the coupling can be further enhanced, while increasing the durability of the vibration damper 2.

[0065] Because the skeleton 4 embedded in the rubber of the existing elastic coupling is not designed properly, it is difficult to adjust the center frequency. Therefore, in this embodiment, as a preferred implementation, the vibration damper 2 has a through hole N in the middle, and the skeleton 4 follows the shape of the vibration damper 2.

[0066] Among them, as a preferred embodiment, the structure of the skeleton 4 is as follows Fig.10 As shown in , it includes a central sleeve 401 and a plate body 402 arranged around the central sleeve 401. In addition, the inner hole of the central sleeve 401 is arranged corresponding to the through hole N on the vibration damping member 2, and one side of the plate body 402 in the thickness direction protrudes toward the other side to adapt to the second bite groove M. In specific implementation, the skeleton 4 can be made of a rigid material. For example, the skeleton 4 can be cast from a metal material such as cast iron, which can make the skeleton 4 have greater strength on the one hand, and can also simplify the manufacturing process of the skeleton 4 and improve the manufacturing efficiency of the skeleton 4 on the other hand.

[0067] In this embodiment, by setting the skeleton 4, its weight can be adjusted by adjusting the thickness of the skeleton 4, and then the weight of the vibration damper 2 as a whole can be adjusted, so that the center frequency of the coupling can be adjusted by replacing the vibration damper 2, without the need to develop additional fixtures, gauges and vulcanization molds. In addition, part of the vibration damper 2 or part of the skeleton 4 can be added to the through hole N based on demand to change the weight of the coupling, so as to facilitate the adjustment of the center frequency of the coupling and improve its applicability. This structure can facilitate the platform design of the vibration damper 2, reduce the component development cycle, increase the platformization of components, and reduce development costs.

[0068] The coupling of this embodiment, by adopting the above structure, realizes a multi-stiffness combination, which can meet the complex requirements of the vehicle in multiple working conditions such as uniform speed, rapid acceleration, and rapid deceleration. It not only improves the durability of the coupling, but also improves the vibration isolation, vibration reduction, frequency shifting and noise reduction effects. In addition, a reasonable stiffness combination can be adopted according to different vehicle models, different working conditions, and different problems, so as to achieve a common application goal. In addition, the coupling has a high reuse rate of parts, low mold development costs, and a simple design, which is easy to engineer. In addition, the various components of the coupling of this embodiment are easy to disassemble and assemble, which is convenient for after-sales maintenance and can have good quality.

[0069] In addition, the present embodiment also relates to a vehicle, on which the coupling as above is provided.

[0070] The vehicle of this embodiment, by providing the above coupling, can reduce vibration and noise during the vehicle's driving, which is beneficial to improving the vehicle's riding comfort.

[0071] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A coupling, characterized in that: It comprises an input member (1), a vibration damping member (2) engaged with the input member (1), and an output member (3) engaged with the vibration damping member (2); The vibration damper (2) comprises a plurality of first vibration dampers (201) and a plurality of second vibration dampers (202) which are alternately arranged along its own circumference, each of the second vibration dampers (202) and the input member (1) having a preset gap (P) in the circumferential direction of the coupling, and each of the second vibration dampers (202) and the output member (3) having a preset gap (P) in the circumferential direction of the coupling.

2. The coupling according to claim 1, characterized in that: The input member (1) has a plurality of first bite grooves (101), the first vibration damper (201) and the second vibration damper (202) both have a bite portion (2a), and the bite portion (2a) has a second bite groove (M), and the output member (3) has a bite block (301); The biting portion (2a) and the biting block (301) both correspond to the first biting groove (101) one by one, and the biting portion (2a) is biting in the first biting groove (101), and the biting block (301) is biting in the second biting groove (M).

3. The coupling according to claim 2, characterized in that: The side walls of the first engagement groove (101) are inclined surfaces arranged at an angle with the axial direction of the coupling, and the side surfaces of the engagement block (301) are adapted to fit the engagement block (301); There is a preset gap (P) between the engaging portion (2a) of the second vibration damper (202) and the side walls of the first engaging groove (101), and there is a preset gap (P) between the engaging portion (2a) of the second vibration damper (202) and the side walls of the engaging block (301).

4. The coupling according to claim 2, characterized in that: The structures of the first engaging grooves (101) are the same, and the structures of the engaging blocks (301) are the same.

5. The coupling according to claim 1, characterized in that: The vibration damping component (2) is embedded with a frame (4), and each of the first vibration damping bodies (201) and each of the second vibration damping bodies (202) are connected to the frame (4) and are covered on the outside of the frame (4).

6. The coupling according to claim 5, characterized in that: The vibration damping member (2) has a through hole (N) in the middle, and the frame (4) follows the shape of the vibration damping member (2).

7. The coupling according to claim 1, characterized in that: The input member (1) and / or the output member (3) is provided with a connecting plate (103) protruding outward in its radial direction, and the connecting plate (103) is provided with a connecting portion; The input member (1) and / or the output member (3) are connected to an external component via the connecting portion.

8. The coupling according to any one of claims 1 to 7, characterized in that: The rigidity of the first vibration damping body (201) is smaller than the rigidity of the second vibration damping body (202).

9. The coupling according to claim 8, characterized in that: The first vibration damper (201) is made of natural rubber, and the second vibration damper (202) is made of styrene-butadiene rubber.

10. A vehicle, characterized in that: The vehicle is provided with the coupling according to any one of claims 1 to 9.

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