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Common knee injuries are ligament tear, meniscus injuries, knee cap fracture and mus-cle strains. The prodrome stage includes pain, swelling, and difficulty in walking. Ligament swelling occurs due to the overuse of ligaments in particular exercises (such as running, jumping, or walking). Osteoarthritis is one of the most famous joint inflammations affecting the knee and usually requires treatment. Total knee arthroplasty (total knee arthroplasty) is a safe and inexpensive treatment for patients with end-stage arthralgia, with a survival rate of up to 80%. However, partial knee arthro-plasty including kneecap replacement is found to be more effective because it is a less invasive med-ical procedure that requires reconstruction of the knee, the back and the front of the femur. Advances such as Freeman-Swanson’s prosthetic pre-prosthesis (1970) and Kodak-Yamamoto prosthesis (1970) determined future plans, but the original form did not consider the pat bone. In recent years, new manufacturing strategies and new materials have improved the design of kneecap prostheses. Now, it can treat inflammation in both partial and total knee arthroplasty. The use of composite materials for prostheses is increasing at an unprecedented rate. The materials used for such prostheses should not be harmful, chemically and biologically stable, and they should have sufficient mechani-cal strength to withstand physiological stress. Each type of prosthesis produced is manufactured tak-ing into account the individual needs of each customer. This article summarizes the development of composite materials, design strategies and in-depth research on the development and application of kneecap prostheses.

Common knee injuries are ligament tear, meniscus injuries, knee cap fracture and mus-cle strains. The prodrome stage includes pain, swelling, and difficulty in walking. Ligament swelling occurs due to the overuse of ligaments in particular exercises (such as running, jumping, or walking). Osteoarthritis is one of the most famous joint inflammations affecting the knee and usually requires treatment. Total knee arthroplasty (total knee arthroplasty) is a safe and inexpensive treatment for patients with end-stage arthralgia, with a survival rate of up to 80%. However, partial knee arthro-plasty including kneecap replacement is found to be more effective because it is a less invasive med-ical procedure that requires reconstruction of the knee, the back and the front of the femur. Advances such as Freeman-Swanson’s prosthetic pre-prosthesis (1970) and Kodak-Yamamoto prosthesis (1970) determined future plans, but the original form did not consider the pat bone. In recent years, new manufacturing strategies and new materials have improved the design of kneecap prostheses. Now, it can treat inflammation in both partial and total knee arthroplasty. The use of composite materials for prostheses is increasing at an unprecedented rate. The materials used for such prostheses should not be harmful, chemically and biologically stable, and they should have sufficient mechani-cal strength to withstand physiological stress. Each type of prosthesis produced is manufactured tak-ing into account the individual needs of each customer. This article summarizes the development of composite materials, design strategies and in-depth research on the development and application of kneecap prostheses.

Major cities have seen an increase in motorization in recent decennium, accompanied by deteriorating/poor air quality. Electric buses shows a major obligation in this regard, as these buses have several advantages in respect of lowering noise, pollution, and fuel consumption. Additionally, the costs of keeping an electric bus are around 25% less expensive than those of maintaining a diesel bus, due to the fact that the electric engine does not require the same level of maintenance as a diesel engine. Furthermore, the negative aspect of the electric car is the battery's long-term endurance power. The more energy it takes to run a bus, the heavier it is. It is preferable and more effective to keep the weight of the vehicle elements as low as possible. Our research is focused on the chassis frame, which is an extremely important component of the bus and plays a significant role in supporting the structural safety and strength of the vehicle while also playing an important role in determining the overall weight of the vehicle, which has an impact on the vehicle's performance. This is why we chose the chassis frame as the subject of our investigation. Steel is typically used for the frame since it is sturdy, but it is also heavier and adds weight to the entire bus, diminishing operational effectiveness. The purpose of this post is to illustrate how to reduce the weight of an existing electric bus by replacing its steel components with lightweight aluminium alloys that are both safe and structurally sound while retaining the safety and structural integrity of the frame and chassis. The integrity of the structure is critical in ensuring a safe design. A structural study of the projected chassis frame model will be undertaken using the ANSYS 20.0 simulation programme, using stress and deformation as design constraints, in order to provide a more secure design.

Major cities have seen an increase in motorization in recent decennium, accompanied by deteriorating/poor air quality. Electric buses shows a major obligation in this regard, as these buses have several advantages in respect of lowering noise, pollution, and fuel consumption. Additionally, the costs of keeping an electric bus are around 25% less expensive than those of maintaining a diesel bus, due to the fact that the electric engine does not require the same level of maintenance as a diesel engine. Furthermore, the negative aspect of the electric car is the battery's long-term endurance power. The more energy it takes to run a bus, the heavier it is. It is preferable and more effective to keep the weight of the vehicle elements as low as possible. Our research is focused on the chassis frame, which is an extremely important component of the bus and plays a significant role in supporting the structural safety and strength of the vehicle while also playing an important role in determining the overall weight of the vehicle, which has an impact on the vehicle's performance. This is why we chose the chassis frame as the subject of our investigation. Steel is typically used for the frame since it is sturdy, but it is also heavier and adds weight to the entire bus, diminishing operational effectiveness. The purpose of this post is to illustrate how to reduce the weight of an existing electric bus by replacing its steel components with lightweight aluminium alloys that are both safe and structurally sound while retaining the safety and structural integrity of the frame and chassis. The integrity of the structure is critical in ensuring a safe design. A structural study of the projected chassis frame model will be undertaken using the ANSYS 20.0 simulation programme, using stress and deformation as design constraints, in order to provide a more secure design.

Major cities have seen an increase in motorization in recent decennium, accompanied by deteriorating/poor air quality. Electric buses shows a major obligation in this regard, as these buses have several advantages in respect of lowering noise, pollution, and fuel consumption. Additionally, the costs of keeping an electric bus are around 25% less expensive than those of maintaining a diesel bus, due to the fact that the electric engine does not require the same level of maintenance as a diesel engine. Furthermore, the negative aspect of the electric car is the battery's long-term endurance power. The more energy it takes to run a bus, the heavier it is. It is preferable and more effective to keep the weight of the vehicle elements as low as possible. Our research is focused on the chassis frame, which is an extremely important component of the bus and plays a significant role in supporting the structural safety and strength of the vehicle while also playing an important role in determining the overall weight of the vehicle, which has an impact on the vehicle's performance. This is why we chose the chassis frame as the subject of our investigation. Steel is typically used for the frame since it is sturdy, but it is also heavier and adds weight to the entire bus, diminishing operational effectiveness. The purpose of this post is to illustrate how to reduce the weight of an existing electric bus by replacing its steel components with lightweight aluminium alloys that are both safe and structurally sound while retaining the safety and structural integrity of the frame and chassis. The integrity of the structure is critical in ensuring a safe design. A structural study of the projected chassis frame model will be undertaken using the ANSYS 20.0 simulation programme, using stress and deformation as design constraints, in order to provide a more secure design.