{"id":2210,"date":"2026-10-20T09:32:36","date_gmt":"2026-10-20T07:32:36","guid":{"rendered":"https:\/\/integratr.tech\/?p=2210"},"modified":"2026-10-20T10:05:01","modified_gmt":"2026-10-20T08:05:01","slug":"traction-inverter-bms-on-board-charger-electric-heavy-duty-integration","status":"publish","type":"post","link":"https:\/\/integratr.tech\/nl\/blog\/traction-inverter-bms-on-board-charger-electric-heavy-duty-integration\/","title":{"rendered":"tractie-omvormer BMS on-board lader elektrische zware voertuigen integratie"},"content":{"rendered":"\n<style>\n@import url('https:\/\/fonts.googleapis.com\/css2?family=Rubik:wght@400;500;600;700;800&display=swap');\n@font-face{font-family:'Cal Sans';src:url('https:\/\/integratr.tech\/wp-content\/uploads\/2025\/10\/CalSans-Regular.ttf') format('truetype');font-weight:400;font-display:swap}\n\n:root{\n  --ir:#4CD9D2;--ird:#2CB8B2;--irl:#EBF9F8;--irb:#B8EEE9;\n  --navy:#000A2D;--navym:#13228E;--navyc:#0a1540;--icn:#00469A;\n  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class=\"ir-blog-hero\" style=\"background-image:url('https:\/\/integratr.tech\/wp-content\/uploads\/2026\/10\/integratr-electric-reach-stacker-battery.jpg')\">\n  <div class=\"ir-blog-hero-glass\" aria-hidden=\"true\"><\/div>\n  <div class=\"ir-container\">\n    <nav class=\"ir-blog-breadcrumb\">\n      <a href=\"https:\/\/integratr.tech\/\">Home<\/a><span>\u203a<\/span>\n      <a href=\"https:\/\/integratr.tech\/blog-overview\/\">Blog<\/a><span>\u203a<\/span>\n      <span>Technology<\/span>\n    <\/nav>\n    <span class=\"ir-blog-cat-badge\">Technology<\/span>\n    <h1 class=\"ir-blog-hero-title\">Traction Inverter, BMS, On-Board Charger: Mapping the Integration of an Electric Heavy-Duty Platform<\/h1>\n    <p class=\"ir-blog-hero-lead\">A diesel-to-electric heavy-duty conversion is not just swapping the engine. The traction inverter, BMS, OBC, and DC-DC converter form a tightly-coupled system. Most OEMs underestimate how interconnected these become.<\/p>\n    <div class=\"ir-blog-meta-row\">\n      <time class=\"ir-blog-meta-date\" datetime=\"2026-10-20\"><svg width=\"13\" height=\"13\" viewBox=\"0 0 24 24\" fill=\"none\" stroke=\"currentColor\" stroke-width=\"2\"><rect x=\"3\" y=\"4\" width=\"18\" height=\"18\" rx=\"2\"\/><line x1=\"16\" y1=\"2\" x2=\"16\" y2=\"6\"\/><line x1=\"8\" y1=\"2\" x2=\"8\" y2=\"6\"\/><line x1=\"3\" y1=\"10\" x2=\"21\" y2=\"10\"\/><\/svg> October 20, 2026<\/time>\n      <span class=\"ir-blog-meta-dot\">\u00b7<\/span>\n      <span class=\"ir-blog-meta-read\"><svg width=\"13\" height=\"13\" viewBox=\"0 0 24 24\" fill=\"none\" stroke=\"currentColor\" stroke-width=\"2\"><circle cx=\"12\" cy=\"12\" r=\"10\"\/><polyline points=\"12 6 12 12 16 14\"\/><\/svg> 7 min read<\/span>\n    <\/div>\n  <\/div>\n<\/section>\n\n<div class=\"ir-blog-body\">\n  <div class=\"ir-container\">\n    <div class=\"ir-blog-layout\">\n\n      <main class=\"ir-blog-main\">\n        \n\n        \n    <div class=\"ir-blog-toc ir-blog-toc-mobile\">\n      <div class=\"ir-blog-toc-header\"><svg width=\"15\" height=\"15\" viewBox=\"0 0 24 24\" fill=\"none\" stroke=\"currentColor\" stroke-width=\"2\"><line x1=\"3\" y1=\"6\" x2=\"21\" y2=\"6\"\/><line x1=\"3\" y1=\"12\" x2=\"15\" y2=\"12\"\/><line x1=\"3\" y1=\"18\" x2=\"18\" y2=\"18\"\/><\/svg> Contents<\/div>\n      <ol class=\"ir-blog-toc-list\">\n          <li><a href=\"#quick-answer\" class=\"ir-toc-link\" data-target=\"quick-answer\">Quick answer<\/a><\/li>\n          <li><a href=\"#what-is-a-battery-management-system-in-an-electric-heavy-dut\" class=\"ir-toc-link\" data-target=\"what-is-a-battery-management-system-in-an-electric-heavy-dut\">What is a battery management system in an \u2026<\/a><\/li>\n          <li><a href=\"#the-high-voltage-architecture-in-60-seconds\" class=\"ir-toc-link\" data-target=\"the-high-voltage-architecture-in-60-seconds\">The high-voltage architecture in 60 seconds<\/a><\/li>\n          <li><a href=\"#the-traction-inverter-the-loudest-noisy-neighbor\" class=\"ir-toc-link\" data-target=\"the-traction-inverter-the-loudest-noisy-neighbor\">The traction inverter: the loudest noisy n\u2026<\/a><\/li>\n          <li><a href=\"#bms-the-system-that-gates-everything\" class=\"ir-toc-link\" data-target=\"bms-the-system-that-gates-everything\">BMS: the system that gates everything<\/a><\/li>\n          <li><a href=\"#on-board-charger-the-gateway-to-the-grid\" class=\"ir-toc-link\" data-target=\"on-board-charger-the-gateway-to-the-grid\">On-board charger: the gateway to the grid<\/a><\/li>\n          <li><a href=\"#dc-dc-converter-the-silent-enabler\" class=\"ir-toc-link\" data-target=\"dc-dc-converter-the-silent-enabler\">DC-DC converter: the silent enabler<\/a><\/li>\n          <li><a href=\"#where-integration-goes-wrong\" class=\"ir-toc-link\" data-target=\"where-integration-goes-wrong\">Where integration goes wrong<\/a><\/li>\n          <li><a href=\"#component-level-versus-system-level-integration-risks\" class=\"ir-toc-link\" data-target=\"component-level-versus-system-level-integration-risks\">Component-level versus system-level integr\u2026<\/a><\/li>\n          <li><a href=\"#integration-testing-is-not-the-same-as-component-testing\" class=\"ir-toc-link\" data-target=\"integration-testing-is-not-the-same-as-component-testing\">Integration testing is not the same as com\u2026<\/a><\/li>\n          <li><a href=\"#frequently-asked-questions\" class=\"ir-toc-link\" data-target=\"frequently-asked-questions\">Frequently asked questions<\/a><\/li>\n        <\/ol>\n    <\/div>\n\n        <article class=\"ir-blog-article-content\">\n          <div class=\"callout\"><div class=\"callout-icon\"><svg width=\"18\" height=\"18\" viewBox=\"0 0 24 24\" fill=\"none\" stroke=\"currentColor\" stroke-width=\"2\"><circle cx=\"12\" cy=\"12\" r=\"10\"><\/circle><line x1=\"12\" y1=\"8\" x2=\"12\" y2=\"12\"><\/line><line x1=\"12\" y1=\"16\" x2=\"12.01\" y2=\"16\"><\/line><\/svg><\/div><div class=\"callout-body\"> <h2 id=\"quick-answer\">Quick answer<\/h2> <p>In an electric heavy-duty vehicle, the <strong>battery management system (BMS)<\/strong>, <strong>traction inverter<\/strong>, <strong>on-board charger<\/strong> and <strong>DC-DC converter<\/strong> form a tightly-coupled high-voltage architecture. Each component is purchased with its own validation, but the integration challenges that cause prototype delays only emerge when all four operate together at full system load. Successful electric powertrain integration requires understanding which interactions are visible at component level and which only at vehicle level.<\/p> <\/div><\/div><p>This article maps that architecture from an integrator&#8217;s perspective. Where the integration battles happen, which interactions surprise teams, and which decisions made in the first three months of a program lock in problems that surface in the last three.<\/p><h2 id=\"what-is-a-battery-management-system-in-an-electric-heavy-dut\">What is a battery management system in an electric heavy-duty vehicle?<\/h2><p>A <strong>battery management system (BMS)<\/strong> monitors every cell in the high-voltage traction battery, balances state-of-charge, controls the contactors that isolate the battery from the rest of the vehicle, monitors HV-to-chassis isolation, and calculates the power the inverter may draw or regenerate. In heavy-duty platforms it communicates with the inverter, OBC, thermal-management system and vehicle controller over CAN or Ethernet. Without a BMS, no HV component operates safely.<\/p><h2 id=\"the-high-voltage-architecture-in-60-seconds\">The high-voltage architecture in 60 seconds<\/h2><ul> <li>HV battery on a 600\u2013800 V DC bus.<\/li> <li>BMS for cell monitoring, balancing, contactor control, isolation monitoring.<\/li> <li>Traction inverter taking DC from the battery, delivering AC to the motor.<\/li> <li>DC-DC converter stepping HV down to 12V or 24V for the legacy electrical system.<\/li> <li>On-board charger (OBC) accepting grid AC, delivering DC to the battery.<\/li> <li>Motor controller, often integrated with the inverter.<\/li> <li>Thermal loop, often shared between battery, inverter and DC-DC.<\/li> <li>Comms backbone (CAN or Ethernet) tying everything together.<\/li> <\/ul><h2 id=\"the-traction-inverter-the-loudest-noisy-neighbor\">The traction inverter: the loudest noisy neighbor<\/h2><p>The traction inverter is the highest-power component in the architecture and the largest source of EMI, heat and vibration. Inverter choices cascade through every other component decision.<\/p><p>The current trade-off is IGBT versus SiC. IGBTs are mature, cheaper, switch at 5\u201310 kHz. SiC modules switch at 20\u201350 kHz and run more efficient at high power, but faster edge rates push EMI into higher bands and require tighter shielding and bus-bar design. Switching from IGBT to SiC mid-program almost always means redoing EMC validation from scratch.<\/p><h2 id=\"bms-the-system-that-gates-everything\">BMS: the system that gates everything<\/h2><p>The BMS does not just monitor: it gates. The inverter cannot draw current the BMS does not allow. The OBC cannot push current the BMS does not accept. If the BMS contactor opens during high-current operation, the inverter sees a voltage spike that exceeds its DC-link capacitor rating.<\/p><p>A first-time heavy-duty BMS integration almost always reveals timing issues invisible in component validation. CAN messages arriving 50 ms late are not a component bug. They are an integration bug only the inverter response time exposes.<\/p><h2 id=\"on-board-charger-the-gateway-to-the-grid\">On-board charger: the gateway to the grid<\/h2><p>For heavy-duty platforms, OBC sizing is strategic. A 22 kW OBC charges a 600 kWh battery in 27 hours. A 44 kW OBC charges it in 14. For depot operation, the difference is whether one truck can do two shifts.<\/p><p>OBC integration introduces three challenges:<\/p><ol> <li><strong>Charging-mode EMC.<\/strong> ECE R10 requires the vehicle to comply during charging. OBC switching frequencies couple onto the AC supply and into nearby vehicle harnesses.<\/li> <li><strong>ISO 15118 communication.<\/strong> The OBC exchanges messages with the charging station for plug-and-charge, smart charging and bidirectional transfer. These have to coexist with internal CAN without timing collisions.<\/li> <li><strong>Galvanic isolation.<\/strong> The OBC is the boundary between grid AC and HV DC. OBC isolation faults can present to the BMS as battery isolation faults, triggering false contactor trips.<\/li> <\/ol><h2 id=\"dc-dc-converter-the-silent-enabler\">DC-DC converter: the silent enabler<\/h2><p>The DC-DC converter steps the HV bus down to 12V or 24V for legacy lights, ECUs and the BMS itself. In heavy-duty platforms, DC-DC converters are often spec&#8217;d at passenger-car continuous ratings then asked to support starter loads, hydraulic auxiliaries and HVAC compressors that did not exist on the car platform. The result is thermal derating, brownout on the LV bus, and loss of vehicle control during peak powertrain load.<\/p><h2 id=\"where-integration-goes-wrong\">Where integration goes wrong<\/h2><p>The four most common power-electronics integration failures we see in heavy-duty programs:<\/p><ul> <li>BMS opens contactor during regen, inverter sees voltage spike, DC-link capacitor takes a stress event.<\/li> <li>OBC switching frequency couples into traction inverter current sensors during simultaneous fast-charging and HVAC operation. Inverter reads phantom currents and derates torque.<\/li> <li>Thermal loop shared between inverter and DC-DC. Inverter at peak power heats the DC-DC&#8217;s coolant inlet, DC-DC derates to protect itself, LV bus drops, BMS reboots.<\/li> <li>CAN bus arbitration loss between BMS, inverter and OBC during simultaneous charging-and-thermal-management operation. Messages get lost. Inverter sees stale state-of-charge.<\/li> <\/ul><p>None of these are component bugs. They are integration bugs that only emerge when the four power-electronics components run together at full system load.<\/p><h2 id=\"component-level-versus-system-level-integration-risks\">Component-level versus system-level integration risks<\/h2><p>It helps to be specific about which risks are visible at component-level testing and which only surface at system level. Most program plans implicitly assume component-level qualification handles the integration risk. The table below is the version of that assumption that survives contact with reality.<\/p><div class=\"tbl-scroll\"><table class=\"comparison-table compare-table\"> <thead> <tr><th>Subsystem<\/th><th>Risks visible at component test<\/th><th>Risks only visible at system test<\/th><\/tr> <\/thead> <tbody> <tr> <td>Traction inverter<\/td> <td>Output current quality, switching losses, isolated EMC emissions<\/td> <td>Common-mode currents through DC-link to BMS, motor cable resonance, regen voltage spikes<\/td> <\/tr> <tr> <td>BMS<\/td> <td>Cell monitoring accuracy, contactor control logic, isolation monitoring<\/td> <td>CAN timing under high-bus-load, contactor open\/close coordination with inverter, thermal-derate under shared coolant<\/td> <\/tr> <tr> <td>OBC<\/td> <td>Charging efficiency, ISO 15118 protocol conformance, conducted emissions<\/td> <td>Coupling into traction inverter sensors, simultaneous-operation EMC, isolation-fault interaction with BMS<\/td> <\/tr> <tr> <td>DC-DC converter<\/td> <td>Continuous power rating, conversion efficiency, transient response<\/td> <td>Heavy-duty inrush from auxiliary loads, thermal coupling with inverter, brownout effect on BMS reboot<\/td> <\/tr> <\/tbody> <\/table><\/div><p>Reading the right column out loud is a useful exercise during architecture review. If nobody on the program has tested those interactions on a representative platform, the program is exposed.<\/p><h2 id=\"integration-testing-is-not-the-same-as-component-testing\">Integration testing is not the same as component testing<\/h2><p>A component vendor delivers a BMS, inverter, OBC or DC-DC validated against its spec. That includes unit-level EMC, environmental and functional testing. It does not include the timing, thermal, electrical and software interactions that emerge at vehicle level.<\/p><p>Integration testing requires a different environment: vehicle-level dynamometer with grid emulation, thermal chamber sized for the full powertrain, and instrumentation logging CAN and HV bus simultaneously. Few OEM internal labs have all of that. The cheapest way to find a power-electronics integration failure is at architecture review. The most expensive is at homologation.<\/p><section class=\"faq\"> <h2 id=\"frequently-asked-questions\">Frequently asked questions<\/h2> <h3>What is the difference between a passenger-car BMS and a heavy-duty BMS?<\/h3> <p>A passenger-car BMS typically manages 96\u2013108 cells at 400V. A heavy-duty BMS manages 192\u2013240 cells or more at 600\u2013800V, with significantly higher continuous current and stricter isolation requirements. The control algorithms also have to handle longer duty cycles, regen-braking energy on a much larger scale, and depot-level fast-charging events that passenger cars rarely encounter.<\/p> <h3>What is a traction inverter?<\/h3> <p>A traction inverter converts the DC voltage of the high-voltage battery into the three-phase AC needed to drive the traction motor. In an electric heavy-duty vehicle the traction inverter is the largest single power-electronics component, typically rated 300\u2013800 kW continuous, and is the primary source of EMI and waste heat in the powertrain.<\/p> <h3>Why does electric powertrain integration fail at vehicle level even when components pass?<\/h3> <p>Components are validated individually against their specifications. Vehicle-level failures usually come from inter-component interactions: shared coolant loops causing cascading thermal derating, common-mode currents coupling between the inverter and BMS, CAN-bus arbitration loss during simultaneous operation modes, or contactor transients that exceed any single component&#8217;s design assumptions.<\/p> <h3>What is the role of an on-board charger in a heavy-duty vehicle?<\/h3> <p>The on-board charger (OBC) converts grid AC into DC at the high-voltage battery&#8217;s voltage, enabling the vehicle to charge from a standard AC supply. In heavy-duty programs OBCs are often rated 22\u2013150 kW (versus 11\u201322 kW for passenger cars). The OBC also handles communication with the charging station via ISO 15118, manages galvanic isolation between grid and battery, and is a major source of charging-mode EMC emissions.<\/p> <\/section><div class=\"callout\"><div class=\"callout-icon\"><svg width=\"18\" height=\"18\" viewBox=\"0 0 24 24\" fill=\"none\" stroke=\"currentColor\" stroke-width=\"2\"><circle cx=\"12\" cy=\"12\" r=\"10\"><\/circle><line x1=\"12\" y1=\"8\" x2=\"12\" y2=\"12\"><\/line><line x1=\"12\" y1=\"16\" x2=\"12.01\" y2=\"16\"><\/line><\/svg><\/div><div class=\"callout-body\"> <h3>Talk to IntegratR about your power-electronics architecture<\/h3> <p>We co-develop integrated electric powertrains with OEMs, and run vehicle-level integration testing on our campus. <a href=\"https:\/\/integratr.tech\/#contact\">Get in touch<\/a> to discuss your platform.<\/p> <\/div><\/div>\n        <\/article>\n\n        \n\n        <div class=\"ir-blog-cta-banner\">\n          <h3>Ready to accelerate your zero-emission innovation?<\/h3>\n          <p>IntegratR offers everything on one campus: EMC test facility, certification support and production site in Nijmegen.<\/p>\n          <a href=\"https:\/\/integratr.tech\/#contact\">Get in touch<span class=\"btn-icon\"><svg viewBox=\"0 0 24 24\" fill=\"none\" stroke=\"currentColor\" stroke-width=\"2.5\" stroke-linecap=\"round\" stroke-linejoin=\"round\" width=\"14\" height=\"14\"><line x1=\"5\" y1=\"12\" x2=\"19\" y2=\"12\"\/><polyline points=\"12 5 19 12 12 19\"\/><\/svg><\/span><\/a>\n        <\/div>\n      <\/main>\n\n      <aside class=\"ir-blog-sidebar\">\n        <div class=\"ir-blog-sidebar-sticky\">\n          \n    <div class=\"ir-blog-toc ir-blog-toc-desktop\">\n      <div class=\"ir-blog-toc-header\"><svg width=\"15\" height=\"15\" viewBox=\"0 0 24 24\" fill=\"none\" stroke=\"currentColor\" stroke-width=\"2\"><line x1=\"3\" y1=\"6\" x2=\"21\" y2=\"6\"\/><line x1=\"3\" y1=\"12\" x2=\"15\" y2=\"12\"\/><line x1=\"3\" y1=\"18\" x2=\"18\" y2=\"18\"\/><\/svg> Contents<\/div>\n      <ol class=\"ir-blog-toc-list\">\n          <li><a href=\"#quick-answer\" class=\"ir-toc-link\" data-target=\"quick-answer\">Quick answer<\/a><\/li>\n          <li><a href=\"#what-is-a-battery-management-system-in-an-electric-heavy-dut\" class=\"ir-toc-link\" data-target=\"what-is-a-battery-management-system-in-an-electric-heavy-dut\">What is a battery management system in an \u2026<\/a><\/li>\n          <li><a href=\"#the-high-voltage-architecture-in-60-seconds\" class=\"ir-toc-link\" data-target=\"the-high-voltage-architecture-in-60-seconds\">The high-voltage architecture in 60 seconds<\/a><\/li>\n          <li><a href=\"#the-traction-inverter-the-loudest-noisy-neighbor\" class=\"ir-toc-link\" data-target=\"the-traction-inverter-the-loudest-noisy-neighbor\">The traction inverter: the loudest noisy n\u2026<\/a><\/li>\n          <li><a href=\"#bms-the-system-that-gates-everything\" class=\"ir-toc-link\" data-target=\"bms-the-system-that-gates-everything\">BMS: the system that gates everything<\/a><\/li>\n          <li><a href=\"#on-board-charger-the-gateway-to-the-grid\" class=\"ir-toc-link\" data-target=\"on-board-charger-the-gateway-to-the-grid\">On-board charger: the gateway to the grid<\/a><\/li>\n          <li><a href=\"#dc-dc-converter-the-silent-enabler\" class=\"ir-toc-link\" data-target=\"dc-dc-converter-the-silent-enabler\">DC-DC converter: the silent enabler<\/a><\/li>\n          <li><a href=\"#where-integration-goes-wrong\" class=\"ir-toc-link\" data-target=\"where-integration-goes-wrong\">Where integration goes wrong<\/a><\/li>\n          <li><a href=\"#component-level-versus-system-level-integration-risks\" class=\"ir-toc-link\" data-target=\"component-level-versus-system-level-integration-risks\">Component-level versus system-level integr\u2026<\/a><\/li>\n          <li><a href=\"#integration-testing-is-not-the-same-as-component-testing\" class=\"ir-toc-link\" data-target=\"integration-testing-is-not-the-same-as-component-testing\">Integration testing is not the same as com\u2026<\/a><\/li>\n          <li><a href=\"#frequently-asked-questions\" class=\"ir-toc-link\" data-target=\"frequently-asked-questions\">Frequently asked questions<\/a><\/li>\n        <\/ol>\n    <\/div>\n          <div class=\"ir-blog-sidebar-cta\">\n            <h4>Need advice on your programme?<\/h4>\n            <p>We help manufacturers and integrators go from prototype to market.<\/p>\n            <a href=\"https:\/\/integratr.tech\/#contact\">Get in touch<span class=\"btn-icon\"><svg width=\"13\" height=\"13\" viewBox=\"0 0 24 24\" fill=\"none\" stroke=\"currentColor\" stroke-width=\"2.5\"><polyline points=\"9 18 15 12 9 6\"\/><\/svg><\/span><\/a>\n          <\/div>\n          <div class=\"ir-blog-sidebar-share\">\n            <div class=\"ir-blog-sidebar-share-label\">Share this article<\/div>\n            <div class=\"ir-blog-share-btns\">\n              <a 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The traction inverter, BMS, OBC, and DC-DC converter form a tightly-coupled system. Most OEMs underestimate how interconnected these become. October 20, 2026 \u00b7 7 min read Contents Quick [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":2323,"comment_status":"open","ping_status":"open","sticky":false,"template":"elementor_header_footer","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[],"class_list":["post-2210","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-uncategorized"],"_links":{"self":[{"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/posts\/2210","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/comments?post=2210"}],"version-history":[{"count":13,"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/posts\/2210\/revisions"}],"predecessor-version":[{"id":2378,"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/posts\/2210\/revisions\/2378"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/media\/2323"}],"wp:attachment":[{"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/media?parent=2210"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/categories?post=2210"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/integratr.tech\/nl\/wp-json\/wp\/v2\/tags?post=2210"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}