A vibration damper for a vehicle, comprising: a flywheel mass for transmission connection with an engine crankshaft of the vehicle; a first hub flange fixed to the flywheel mass and formed with a first through-hole passing through in an axial direction of the vibration damper for the vehicle; a second hub flange for transmission connection with an input shaft of a transmission of the vehicle and capable of rotating in a predetermined extent in a circumferential direction of the vibration damper for the vehicle relative to the first hub flange, wherein the second hub flange is formed with a second through-hole (22h1) passing through in the axial direction, and the second through-hole (22h1) and the first through-hole are staggered in the circumferential direction; two side plates (31, 32) fixed to each other with the first hub flange and the second hub flange therebetween, wherein the two side plates (31, 32) are capable of rotating in a predetermined extent in the circumferential direction relative to the first hub flange and the second hub flange, and the two side plates (31, 32) form main damping spring mounting portions; a plurality of main damping springs distributed along the circumferential direction and respectively accommodated in the corresponding main damping spring mounting portions, wherein a first main damping spring of the plurality of main damping springs is mounted in the first through-hole, and a second main damping spring of the plurality of main damping springs is mounted in the second through-hole (22h1), so that when the vibration damper is operated, a relative rotation angle of the first hub flange relative to the second hub flange is equal to the sum of a relative rotation angle of the first hub flange relative to the two side plates (31, 32) and a relative rotation angle of the two side plates (31, 32) relative to the second hub flange; a hub core located radially inside of the second hub flange, wherein the second hub flange is capable of rotating in a predetermined extent in the circumferential direction relative to the hub core, and the second hub flange abuts against the hub core through rotation; and a plurality of pre-damping springs distributed along the circumferential direction and located between the hub core and the second hub flange in the circumferential direction, such that during the rotation of the second hub flange relative to the hub core, the plurality of pre-damping springs are compressed to implement damping. a flywheel mass for transmission connection with an engine crankshaft of the vehicle; a first hub flange fixed to the flywheel mass and formed with a first through-hole passing through in an axial direction of the vibration damper for the vehicle; a second hub flange for transmission connection with an input shaft of a transmission of the vehicle and capable of rotating in a predetermined extent in a circumferential direction of the vibration damper for the vehicle relative to the first hub flange, wherein the second hub flange is formed with a second through-hole (22h1) passing through in the axial direction, and the second through-hole (22h1) and the first through-hole are staggered in the circumferential direction; two side plates (31, 32) fixed to each other with the first hub flange and the second hub flange therebetween, wherein the two side plates (31, 32) are capable of rotating in a predetermined extent in the circumferential direction relative to the first hub flange and the second hub flange, and the two side plates (31, 32) form main damping spring mounting portions; a plurality of main damping springs distributed along the circumferential direction and respectively accommodated in the corresponding main damping spring mounting portions, wherein a first main damping spring of the plurality of main damping springs is mounted in the first through-hole, and a second main damping spring of the plurality of main damping springs is mounted in the second through-hole (22h1), so that when the vibration damper is operated, a relative rotation angle of the first hub flange relative to the second hub flange is equal to the sum of a relative rotation angle of the first hub flange relative to the two side plates (31, 32) and a relative rotation angle of the two side plates (31, 32) relative to the second hub flange; a hub core located radially inside of the second hub flange, wherein the second hub flange is capable of rotating in a predetermined extent in the circumferential direction relative to the hub core, and the second hub flange abuts against the hub core through rotation; and a plurality of pre-damping springs distributed along the circumferential direction and located between the hub core and the second hub flange in the circumferential direction, such that during the rotation of the second hub flange relative to the hub core, the plurality of pre-damping springs are compressed to implement damping.