{"id":1505,"date":"2026-07-14T05:54:01","date_gmt":"2026-07-14T05:54:01","guid":{"rendered":"https:\/\/gearrack.top\/product\/high-speed-train-hard-tooth-flank-helical-gear-56-62-hrc\/"},"modified":"2026-07-14T06:06:21","modified_gmt":"2026-07-14T06:06:21","slug":"high-speed-train-hard-tooth-flank-helical-gear","status":"publish","type":"product","link":"https:\/\/gearrack.top\/ja\/product\/high-speed-train-hard-tooth-flank-helical-gear\/","title":{"rendered":"High Speed Train Hard Tooth Flank Helical Gear – 56-62 HRC"},"content":{"rendered":"
\n

<\/p>\n

Product Overview<\/h2>\n
\n
\"High<\/div>\n
\n

High speed train and locomotive hard tooth flank helical gears<\/strong> are the most performance-critical gear application in land transportation. The traction gearbox of a high-speed train or electric locomotive must transmit the full traction motor output continuously at high speed, absorb the vibration and shock of rail joints and wheel flats, and do so without maintenance access between scheduled wheelset overhauls that may be separated by hundreds of thousands of kilometres. No other gear application combines high continuous power, high pitch-line speed, and such extended maintenance intervals.<\/p>\n

Korea Ever-Power produces these gears in 17CrNiMo6 \u2014 a nickel-chromium-molybdenum alloy specifically selected for railway traction gear applications where the nickel content enhances toughness at the tooth root core without sacrificing the case hardenability needed to achieve 58\u201362 HRC at the tooth flank. The production process: forging \u2192 turning \u2192 hobbing \u2192 carburising \u2192 external grinding \u2192 tooth grinding. The standard example (Mn=4, Z=132, \u03b2=18\u00b0) is a large, high-tooth-count helical gear<\/a> wheel typical of a traction gearbox output stage driving the axle gear through the bull gear.<\/p>\n<\/div>\n<\/div>\n

According to the failure modes of gear transmission, the basic requirements for gear materials in traction applications are that the tooth surface must be hard (to resist pitting and scuffing at high contact stress) while the tooth core must be tough (to absorb bending fatigue and the impact loading from rail irregularities). Forged steel in 17CrNiMo6 is the standard material for traction gear sets in this application: it provides the hardenability depth needed for large gear sections, the nickel-enhanced core toughness that resists tooth root fracture under shock loads, and the dimensional stability after carburising that allows reliable achievement of DIN 3962 Class 6 accuracy after post-hardening grinding.<\/p>\n

\"types-of-helical-gear-1\"<\/p>\n

Technical Specifications<\/h2>\n
\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Gear Basic Data<\/th>\n<\/tr>\n<\/thead>\n
Gear Tooth Shape<\/strong><\/td>\nInvolute<\/td>\n<\/tr>\n
Gear Material<\/strong><\/td>\n17CrNiMo6 (nickel-chromium-molybdenum case-hardening alloy for railway traction)<\/td>\n<\/tr>\n
Gear Process<\/strong><\/td>\nForging \u2192 turning \u2192 hobbing \u2192 carburising \u2192 external grinding \u2192 tooth grinding<\/td>\n<\/tr>\n
Pressure Angle<\/strong><\/td>\n20\u00b0<\/td>\n<\/tr>\n
Quality Level<\/strong><\/td>\nDIN 3962 Class 6<\/td>\n<\/tr>\n
Gear Type (Example)<\/strong><\/td>\nMn = 4, Z = 132, \u03b2 = 18\u00b0<\/td>\n<\/tr>\n
Tooth Hardness (Case)<\/strong><\/td>\n58\u201362 HRC after carburising, quenching, and tempering<\/td>\n<\/tr>\n
Material Selection Basis<\/strong><\/td>\nTooth surface hard; tooth core tough \u2014 forged 17CrNiMo6 achieves both for traction applications<\/td>\n<\/tr>\n
Structural Design Basis<\/strong><\/td>\nDiameter-based structural form selection; empirical data-based structural completion<\/td>\n<\/tr>\n
Flaw Detection<\/strong><\/td>\n100% fluorescent magnetic particle inspection on all grinding surfaces; grinding cracks verified absent<\/td>\n<\/tr>\n
Traceability<\/strong><\/td>\nPermanent traceability code \u2014 heat treatment furnace number and raw material batch<\/td>\n<\/tr>\n
Grinding Equipment<\/strong><\/td>\nGear grinding machines; DIN 2\u20133 (small batch), DIN 5\u20136 (mass production)<\/td>\n<\/tr>\n
OEM \/ Custom<\/strong><\/td>\nPPAP files; design cooperation; reverse engineering from worn sample<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n

Production Capabilities \u2014 Internal Gears and Internal Splines<\/strong><\/p>\n

\n\n\n\n\n\n\n\n\n\n\n\n
<\/th>\nMilling<\/th>\nShaping<\/th>\nTooth Grinding<\/th>\n<\/tr>\n<\/thead>\n
Maximum O.D.<\/strong><\/td>\n2,500 mm<\/td>\n2,500 mm<\/td>\n2,500 mm<\/td>\n<\/tr>\n
Minimum I.D.<\/strong><\/td>\n650 mm<\/td>\n50 mm<\/td>\n100 mm<\/td>\n<\/tr>\n
Maximum Face Width<\/strong><\/td>\n500 mm<\/td>\n500 mm<\/td>\n500 mm<\/td>\n<\/tr>\n
Maximum Module<\/strong><\/td>\n26 mm<\/td>\n26 mm<\/td>\n45 mm<\/td>\n<\/tr>\n
AGMA \/ DIN Level<\/strong><\/td>\nDIN Class 8<\/td>\nDIN Class 8<\/td>\nDIN Class 4<\/td>\n<\/tr>\n
Tooth Surface Finish<\/strong><\/td>\nRa 3.2<\/td>\nRa 3.2<\/td>\nRa 0.6<\/td>\n<\/tr>\n
Maximum Helix Angle<\/strong><\/td>\n\u00b122.5\u00b0<\/td>\n\u00b122.5\u00b0<\/td>\n\u00b145\u00b0<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n

Production Capabilities \u2014 External Gears and External Splines<\/strong><\/p>\n

\n\n\n\n\n\n\n\n\n\n\n\n
<\/th>\nHobbing<\/th>\nMilling<\/th>\nTooth Grinding<\/th>\n<\/tr>\n<\/thead>\n
Maximum O.D.<\/strong><\/td>\n1,250 mm<\/td>\n2,500 mm<\/td>\n2,500 mm<\/td>\n<\/tr>\n
Minimum O.D.<\/strong><\/td>\n20 mm<\/td>\n200 mm<\/td>\n20 mm<\/td>\n<\/tr>\n
Maximum Face Width<\/strong><\/td>\n500 mm<\/td>\n500 mm<\/td>\n1,480 mm<\/td>\n<\/tr>\n
Maximum Module<\/strong><\/td>\n26 mm<\/td>\n26 mm<\/td>\n45 mm<\/td>\n<\/tr>\n
AGMA \/ DIN Level<\/strong><\/td>\nDIN Class 8<\/td>\nDIN Class 8<\/td>\nDIN Class 4<\/td>\n<\/tr>\n
Tooth Surface Finish<\/strong><\/td>\nRa 3.2<\/td>\nRa 3.2<\/td>\nRa 0.6<\/td>\n<\/tr>\n
Maximum Helix Angle<\/strong><\/td>\n\u00b145\u00b0<\/td>\n\u00b145\u00b0<\/td>\n\u00b145\u00b0<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n

<\/p>\n

Material Selection and Structural Design for Traction Gear Sets<\/h2>\n

\"Ever-Power<\/p>\n

The failure modes of gear transmission determine the material property requirements. For traction gears, the primary failure modes are surface pitting (from the high Hertzian contact stress at the tooth flank) and tooth root bending fatigue (from the repeated cantilever bending stress at each tooth engagement cycle). Resistance to pitting requires a hard tooth surface; resistance to bending fatigue and impact fracture requires a tough tooth core. The two requirements point to different material properties, which is why case-hardening steels \u2014 with a hard carburised case over a tough alloy steel core \u2014 are the universal choice for traction gears.<\/p>\n

\n

Forged Steel \u2014 17CrNiMo6<\/strong><\/p>\n

Forged steel is the most commonly used material in gear design for traction applications. 17CrNiMo6 is a high-purity case-hardening alloy steel with 1.4\u20131.7% nickel (for core toughness), 1.5\u20131.8% chromium (for hardenability), and 0.25\u20130.35% molybdenum (to prevent temper embrittlement and further improve hardenability). The forging process aligns the grain structure with the tooth profile geometry, improving fatigue resistance compared with bar-stock-machined gears of the same chemistry.<\/p>\n<\/div>\n

\n

Cast Steel \u2014 for Giant Gears<\/strong><\/p>\n

Cast steel is frequently used for very large gears where forging capacity is the limiting constraint. Cast gear blanks can be produced in sizes that exceed the capacity of available forging presses, but at the cost of a less directionally aligned grain structure and potentially higher inclusion content. For traction gears at the sizes encountered in high-speed train applications, forged blanks remain the preferred choice where forging capacity is available.<\/p>\n<\/div>\n

\n

Cast Iron \u2014 for Low-Load, Low-Speed Applications<\/strong><\/p>\n

Cast iron is used in situations where operation is stable, speed is low, and power is modest. It is not appropriate for traction gear applications. The distinction is noted here because the same gear classification system that includes traction gears also covers low-load drives where cast iron is a cost-effective choice \u2014 the material selection must always be driven by the specific application’s load and speed requirements.<\/p>\n<\/div>\n

\n

Structural Design \u2014 Diameter-Based Form Selection<\/strong><\/p>\n

The structural design of a traction gear \u2014 whether solid disc, spoked, or hub-and-rim \u2014 is selected based on the gear diameter, with empirical data from previous successful designs completing the detail design. Larger diameters favour spoked or webbed constructions for mass reduction; smaller diameters use solid disc construction. The structural form selected must also accommodate the differential thermal expansion between the gear bore and the axle, which is particularly important in railway traction applications where the gear operates across a wide ambient temperature range.<\/p>\n<\/div>\n

<\/p>\n

Why Korea Ever-Power for Railway Traction Helical Gears<\/h2>\n

\"measuring<\/p>\n

    \n
  1. R&D capability and world-class design software<\/strong> \u2014 Korea Ever-Power’s R&D centre, established with leading national universities, uses world-leading gear design software. Our engineering team designs gear geometry optimised for the specific traction application, covering load distribution, contact ratio, tooth profile modification, and case depth specification.<\/li>\n
  2. German H\u00d6FLER gear grinding machines<\/strong> \u2014 the industry’s reference equipment for precision gear grinding. Capable of spur, helical, herringbone, inner spur, and inner helical gears. DIN 2\u20133 precision in small batch for prototype and development gear sets; DIN 5\u20136 in production. The Mn=4, Z=132 traction wheel is within the H\u00d6FLER’s capacity for both size and face width.<\/li>\n
  3. 100% fluorescent magnetic particle inspection<\/strong> \u2014 every ground surface on every traction gear is inspected by fluorescent magnetic particle flaw detection. Grinding cracks \u2014 which initiate bending fatigue fracture at the tooth root \u2014 are eliminated before shipment. In a traction gearbox, a tooth fracture at operating speed causes catastrophic damage to the gearbox and may cause wheelset derailment.<\/li>\n
  4. Optimised logistics and packaging<\/strong> \u2014 unique transportation jig design and a complete logistics packaging plan ensure that precision-ground traction gears arrive without fretting damage to the tooth flanks. Large railway traction gears are particularly vulnerable to fretting during transport if the packaging does not prevent micromotion between the gear tooth flanks and any contact surfaces during vibration in transit.<\/li>\n
  5. Full traceability to furnace and material batch<\/strong> \u2014 a permanent traceability code on each gear links to the complete production record. For railway traction gear sets subject to national rail authority documentation requirements, this traceability is not optional \u2014 it is a condition of approval for use in mainline service.<\/li>\n<\/ol>\n

    <\/p>\n

    Applications<\/h2>\n

    \"types<\/p>\n

    \n
    \n
    <\/div>\n

    High Speed Train EMU Sets<\/h3>\n

    Traction gearboxes on electric multiple unit (EMU) sets operating at 200\u2013350 km\/h. The combination of high pitch-line speed, continuous maximum power, and million-kilometre overhaul intervals demands the highest gear accuracy and the best available material quality. 17CrNiMo6 carburised to DIN 6 is the standard specification for these applications.<\/p>\n<\/div>\n

    \n
    <\/div>\n

    Electric Locomotives<\/h3>\n

    AC and DC electric locomotive traction gearboxes where the gear set must transmit the full continuous traction motor power while absorbing wheel-rail vibration and occasional wheel flat impacts. The large Mn=4, Z=132 wheel example is typical of electric locomotive gear proportions at standard gauge.<\/p>\n<\/div>\n

    \n
    <\/div>\n

    Diesel-Electric Locomotives<\/h3>\n

    Diesel-electric locomotive traction gearboxes and final drive stages. The power pulses of the diesel prime mover, transmitted through the alternator and traction motors, create additional dynamic loading on the traction gear set \u2014 further emphasising the importance of core toughness in 17CrNiMo6.<\/p>\n<\/div>\n

    \n
    <\/div>\n

    Metro and Light Rail<\/h3>\n

    Urban metro and light rail traction gearboxes operating at higher cycle counts than intercity trains due to shorter station spacing. The accelerate-decelerate duty cycle imposes more frequent peak torque events on the gear set \u2014 the core toughness of 17CrNiMo6 is well matched to this cyclic torque profile.<\/p>\n<\/div>\n

    \n
    \u2708\ufe0f<\/div>\n

    Aviation Ground Support<\/h3>\n

    Airport people-mover and baggage-handling system drives using high-accuracy carburised helical gears in 17CrNiMo6. The reliability requirements for airport ground systems are comparable to railway traction \u2014 unplanned downtime is unacceptable in a high-throughput terminal environment.<\/p>\n<\/div>\n

    \n
    \u26a1<\/div>\n

    Industrial High-Speed Drives<\/h3>\n

    Industrial gearboxes for compressors, centrifuges, and high-speed test stands where the pitch-line speed exceeds 25 m\/s and the gear accuracy requirement is DIN 5\u20136. The same material, process sequence, and quality assurance applied to traction gears is transferred to these high-performance industrial drives.<\/p>\n<\/div>\n<\/div>\n

    <\/p>\n

    Frequently Asked Questions<\/h2>\n
    \n
    \n

    What is the difference between 17CrNiMo6 and 18CrNiMo6 used in mining gears?<\/p>\n

    17CrNiMo6 and 18CrNiMo6 are closely related nickel-chromium-molybdenum case-hardening steels with essentially identical nickel (1.4\u20131.7%), chromium (1.5\u20131.8%), and molybdenum (0.25\u20130.35%) contents. The minor difference is in the nominal carbon content: 17CrNiMo6 has 0.14\u20130.19% carbon versus 0.15\u20130.21% for 18CrNiMo6. This difference is within the normal chemistry variation band and does not produce a significant difference in mechanical properties in the finished gear. Both grades are used interchangeably in high-performance traction and mining gear applications; the choice is typically dictated by the OEM’s material specification or by what is available in the required bar or forging blank size from the steel mill at the time of order.<\/p>\n<\/div>\n

    \n
    \n

    Why does the traction gear example have 132 teeth at module 4?<\/p>\n

    The high tooth count (Z=132) at moderate module (Mn=4) reflects the design trade-off in traction gearboxes. A higher tooth count at the same module gives a larger pitch diameter and therefore a higher pitch-line speed at the gear mesh for a given wheel speed \u2014 which improves load sharing across more simultaneously meshing tooth pairs. The pitch diameter of this example is approximately Mn \u00d7 Z = 4 \u00d7 132 = 528 mm, consistent with the bull gear in a typical standard-gauge locomotive traction gearbox. The moderate module of 4 keeps the tooth depth and fillet radius at values that balance bending fatigue strength with the grinding allowance needed to achieve DIN 6 accuracy after carburising.<\/p>\n<\/div>\n

    \n
    \n

    What documentation is required for railway authority approval?<\/p>\n

    Railway traction gear sets supplied to rolling stock OEMs typically require: material certificate (chemical composition to the specified grade), mechanical test certificate (tensile, yield, elongation, impact energy from the same heat), heat treatment records (carburising cycle, quench and temper times and temperatures), case depth measurement (microhardness traverse across the tooth section), 100% FMPI certificate, and dimensional inspection report to DIN 3962 Class 6. Traceability code on each gear linking to all of the above. Korea Ever-Power provides all of these as the standard documentation package for traction gear orders. Classification society certification (for marine traction applications) is available as an additional service.<\/p>\n<\/div>\n

    \n
    \n

    What should I do if I cannot identify a failed traction gear?<\/p>\n

    Send us the damaged gear. Korea Ever-Power specialises in reverse engineering of railway traction gears. Provide any available information \u2014 the vehicle type, wheelset diameter, gearbox manufacturer, and approximate gear ratio \u2014 alongside the physical sample. Our team will measure the module, tooth count, helix angle, bore, and hub dimensions, identify the closest standard geometry, and prepare a production drawing for approval before cutting begins. For traction gears where only the mating gear (pinion or wheel) is damaged and the other member is undamaged, we can measure the undamaged member to derive the damaged gear’s geometry more precisely.<\/p>\n<\/div>\n

    \n
    \n

    How is the lowest price achieved for traction gear orders?<\/p>\n

    The primary cost drivers are gear size (which determines forging blank cost and machine time), material specification, case depth requirement, and accuracy grade. For traction gear programmes with a defined annual quantity, the per-unit cost decreases as the order quantity increases \u2014 larger batch sizes allow the carburising furnace run and grinding setup to be amortised across more parts. Providing the complete drawing with all specifications at the enquiry stage gives the most accurate quotation and avoids scope growth during negotiation. Contact our team<\/a> with your drawing and programme quantity for a detailed price structure.<\/p>\n<\/div>\n<\/div>\n

    <\/p>\n

    Customer Reviews<\/h2>\n
    \n
    \n

    “We overhaul electric locomotive traction gearboxes and needed Mn=4, Z=132 carburised helical wheels in 17CrNiMo6 at DIN 6. The OEM had a 32-week minimum lead time. Korea Ever-Power produced from our worn wheel sample \u2014 measured the geometry, prepared a drawing, submitted for our review within 7 working days, produced, and delivered within our planned overhaul window. Dimensional report confirmed DIN 6 on all tooth parameters.”<\/p>\n

    Kim Jae-il<\/strong> \u00a0|\u00a0 Traction Gearbox Overhaul Manager, Busan Rail Maintenance Depot \u00a0\u00b7\u00a0 Q1 2026<\/em><\/p>\n<\/div>\n

    \n

    “We supply replacement traction gear sets to metro operators and qualify our suppliers against EN 13260 documentation requirements. Korea Ever-Power’s hard tooth flank helical gears<\/a> passed our incoming inspection and documentation review at first delivery. The traceability code links correctly to the heat treatment and material records in the package. Two years of supply; no gear-related failures in field service.”<\/p>\n

    Lee Sang-chul<\/strong> \u00a0|\u00a0 Quality Assurance Lead, Seoul Metro Traction Equipment Co. \u00a0\u00b7\u00a0 Q3 2025<\/em><\/p>\n<\/div>\n

    \n

    “We design traction gearboxes for diesel-electric locomotives and engaged Korea Ever-Power for design cooperation on a new gear pair optimised for a revised traction motor. Their R&D team produced the gear geometry proposal including tooth profile modification recommendations for the dynamic loading profile. PPAP Level 3 package was completed and approved at first submission.”<\/p>\n

    Park Sung-jin<\/strong> \u00a0|\u00a0 Traction Gearbox Design Manager, Daejeon Rail Vehicle Systems \u00a0\u00b7\u00a0 Q4 2025<\/em><\/p>\n<\/div>\n

    \n

    “We operate a fleet of airport people-movers and needed 17CrNiMo6 carburised helical gears at DIN 6 with full traceability for our asset management system. Korea Ever-Power supplied with the traceability code format we specified \u2014 linked to our CMMS asset record. After 3 years of operation, the gear sets at planned inspection show wear within the expected range with no pitting initiation.”<\/p>\n

    Choi Byeong-il<\/strong> \u00a0|\u00a0 Asset Engineering Manager, Incheon Airport Ground Transport \u00a0\u00b7\u00a0 Q2 2025<\/em><\/p>\n<\/div>\n

    \n

    “We manufacture high-speed centrifugal compressors for industrial gas service and qualified 17CrNiMo6 carburised helical gears from Korea Ever-Power for our bull gear stage. H\u00d6FLER-ground to DIN 5 accuracy confirmed by our incoming CMM check. Pitch-line speed at operating point exceeds 80 m\/s \u2014 no vibration anomaly at the gear mesh frequency detected in the compressor’s vibration monitoring system after 18 months of operation.”<\/p>\n

    Ryu Hyeon-woo<\/strong> \u00a0|\u00a0 Rotating Equipment Engineer, Ulsan Industrial Gas Co. \u00a0\u00b7\u00a0 Q1 2026<\/em><\/p>\n<\/div>\n<\/div>\n

    <\/p>\n

    Related Products<\/h2>\n
    \n

    \n\"Mining
    \n<\/a><\/p>\n
    \n

    Helical Gears<\/h3>\n

    Korea Ever-Power’s heavy-industry and transportation helical gear range includes mining carburised gears, metallurgy soft tooth flank gears, beverage packing gears, and double helical zero-thrust series \u2014 all with full traceability and QA documentation.<\/p>\n

    Browse Helical Gears \u2192<\/a><\/p>\n<\/div>\n<\/div>\n


    \n\"Forging
    \n<\/a><\/p>\n
    \n

    \u30d9\u30d9\u30eb\u30ae\u30a2<\/h3>\n

    Forged straight and spiral bevel gears in alloy steel \u2014 the right-angle drive complement to parallel-axis helical gears in locomotive auxiliary gearboxes, traction power take-off drives, and rail vehicle mechanical transmission systems.<\/p>\n

    Browse Bevel Gears \u2192<\/a><\/p>\n<\/div>\n<\/div>\n<\/div>\n

    \n

    Request a Quotation for High Speed Train Hard Tooth Flank Helical Gears<\/h3>\n

    Send drawing or worn gear sample. Specify vehicle type, module, tooth count, helix angle, case depth, and documentation requirements (EN standard, PPAP level). 8D quality support; full traceability documentation provided as standard.<\/p>\n

    Get a Quote Now<\/a><\/p>\n<\/div>\n<\/div>","protected":false},"excerpt":{"rendered":"

    Korea Ever-Power high speed train locomotive hard tooth flank helical gears are produced in 17CrNiMo6 alloy steel through forging, turning, hobbing, carburising, external grinding, and tooth grinding to DIN 3962 Class 6 accuracy. The standard production example is Mn4, Z132, \u03b218\u00b0 \u2014 a large, high-tooth-count wheel typical of traction gearbox output stages in electric and diesel-electric locomotives and EMU sets. 17CrNiMo6 carburising steel provides the combination of 58\u201362 HRC case hardness and exceptional core toughness required for traction gear sets that must survive high continuous loads, acceleration torque peaks, and the vibration environment of rail operation.<\/p>","protected":false},"featured_media":1506,"comment_status":"closed","ping_status":"closed","template":"","meta":{"_et_pb_use_builder":"","_et_pb_old_content":"","_et_gb_content_width":""},"product_brand":[],"product_cat":[4558],"product_tag":[],"class_list":["post-1505","product","type-product","status-publish","has-post-thumbnail","product_cat-helical-gear","pa_editor-cxm","first","instock","product-type-simple"],"_links":{"self":[{"href":"https:\/\/gearrack.top\/ja\/wp-json\/wp\/v2\/product\/1505","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/gearrack.top\/ja\/wp-json\/wp\/v2\/product"}],"about":[{"href":"https:\/\/gearrack.top\/ja\/wp-json\/wp\/v2\/types\/product"}],"replies":[{"embeddable":true,"href":"https:\/\/gearrack.top\/ja\/wp-json\/wp\/v2\/comments?post=1505"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/gearrack.top\/ja\/wp-json\/wp\/v2\/media\/1506"}],"wp:attachment":[{"href":"https:\/\/gearrack.top\/ja\/wp-json\/wp\/v2\/media?parent=1505"}],"wp:term":[{"taxonomy":"product_brand","embeddable":true,"href":"https:\/\/gearrack.top\/ja\/wp-json\/wp\/v2\/product_brand?post=1505"},{"taxonomy":"product_cat","embeddable":true,"href":"https:\/\/gearrack.top\/ja\/wp-json\/wp\/v2\/product_cat?post=1505"},{"taxonomy":"product_tag","embeddable":true,"href":"https:\/\/gearrack.top\/ja\/wp-json\/wp\/v2\/product_tag?post=1505"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}