Footrest of a vehicle

Abstract

The present invention discloses a footrest (132) of a vehicle (100). The footrest (132) includes a base member (304), a main body (350), and one or more ribs (358; 360). The base member (304) is coupled to a body frame (201) of the vehicle (100). The main body (350) extends from the base member (304) and is adapted to facilitate the resting of a user's foot. The one or more ribs (358; 360) extend from the base member (304). The one or more ribs (358; 360) are adapted to extend at least partially along the main body (350).

Description

DescriptionTitle of Invention: FOOTREST OF A VEHICLECross-reference to related applications

[0001] This application claims priority from Indian patent applications 202411052844, filed on 10-July- 2024, 202511029322, filed on 27-March-2025, 202511029495, filed on 27-March-2025 and 202511029499 filed on 27-March-2025 which is incorporated herein in its entirety by this reference thereto.TECHNICAL FIELD

[0002] The present invention relates to a vehicle, and more particularly, to a footrest of the vehicle.BACKGROUND

[0003] The vehicle is equipped with a footrest (e.g., ladies' footrest) designed for users to step on, facilitating an ergonomic sitting position behind a rider. This footrest can transition between a deployable (open) state and a non-use (closed) state as required. Typically, the footrest remains open during vehicle operation, providing comfort for the pillion rider to rest their feet. Conversely, it can be closed when the vehicle is not in use, enhancing the aesthetics of the vehicle.

[0004] Materials such as metals and metal composites have been chosen for constructing the footrest, preferably through casting processes. This method increases the thickness of the material to ensure sufficient support for the user's foot when stepping on the footrest. However, manufacturing the footrest using metal casting results in a noticeable increase in the overall weight of the vehicle.

[0005] Further, various patterns can be applied to the footrest to enhance its structural strength and aesthetic appeal. However, the complexity introduced by these patterns can pose challenges in manufacturing a part that achieves structural robustness and visual appeal without encountering manufacturing defects. Moreover, incorporating intricate patterns increases the material requirements, thereby raising the material costs and the weight of the footrest. Consequently, this contributes to an overall increase in the vehicle's weight.SUMMARY

[0006] This Summary is provided to introduce a selection of concepts in a simplified form that is further described below in the Detailed Description. This Summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0007] In order to solve the forgoing problem and to provide other advantages, the present invention is to provide a footrest of a vehicle. The footrest includes a base member, a main body, and one or more ribs. The base member is coupled to a body frame of the vehicle. The main body is extended from the base member. The main body facilitates the resting of a user's foot. The one or more ribsare extended from the base member. The one or more ribs are adapted to extend at least partially along the main body.

[0008] In an aspect, the main body includes a first side and a second side, which is opposite to the first side. The first side is adapted to facilitate the one or more ribs to extend from the base member, and the second side to rest the user's foot.

[0009] In an aspect, the one or more ribs have a first end and a second end. The first end joins at the base member. A centerline axis passes through the first end substantially orthogonally to the base member and along the main body. The second end is positioned at an offset from the centerline axis.

[0010] In an aspect, the base member has a first end portion and a second end portion. The first end portion is adapted to connectthe first end of a first rib. The second end portion is adapted to connect the first end of a second rib.

[0011] In an aspect, the second end of the first rib is positioned on a first side of the centerline axis at an offset DA1. Further, the second end of the second rib is positioned on the first side of the centerline axis at an offset DA2.

[0012] In an aspect, the second end of the first rib is positioned on a first side of the centerline axis at an offset DA1. Further, the second end of the second rib is positioned on a second side of the centerline axis at an offset DA2.

[0013] In an aspect, the second end of the first rib is positioned on a second side of the centerline axis at an offset DA1. Further, the second end of the second rib is positioned on a first side of the centerline axis at an offset DA2.

[0014] In an aspect, the second end of the first rib is positioned on a second side of the centerline axis at an offset DA1. Further, the second end of the second rib is positioned on a second side of the centerline axis at an offset DA2.

[0015] In an aspect, the footrest further includes one or more first extendable members extending along the main body and connecting to the first rib. The one or more first extendable members include a first proximal end and a first distal end. The first proximal end joins at the first rib. A first baseline axis passes through the first proximal end substantially orthogonally to the base member and along the main body. The first distal end is positioned at an offset PA1 from the first baseline axis.

[0016] In an aspect, the footrest further includes one or more second extendable members extending along the main body and connecting to the second rib. The one or more second extendable members include a second proximal end and a second distal end. The second proximal end joins at the second rib. A second baseline axis passes through the second proximal end substantially orthogonally to the base member and along the main body. The second distal end is positioned at an offset PA2 from the second baseline axis.

[0017] In an aspect, the first rib includes a first front sub-rib, a first rear sub-rib in a space-apart relation to the first front sub-rib, and at least one first bridge member connecting the first rear sub-rib to the first front sub-rib.

[0018] In an aspect, the second rib includes a second front sub-rib, a second rear sub-rib in a space- apart relation to the second front sub-rib, and at least one second bridge member connecting the second rear sub-rib to the second front sub-rib.

[0019] In an aspect, the base member includes a first element, a second element, and a third element. The first element has a first wall and a second wall. The first wall merges with the first rib, and the second wall merges with the second rib. The second element extends from the first wall, and the third element extends from the second wall.

[0020] In an aspect, the base member is pivotally coupled to a support member of the vehicle and adapted to be positioned in a folded state and an unfolded state. The support member is configured to support the base member to the body frame.

[0021] In an aspect, the footrest further includes a stopper member. The stopper member extends from the base member and is positioned opposite to the main body. The stopper member is adapted to come in contact with the support member in the unfolded state.

[0022] In an aspect, the one or more ribs extend from the base member and are adapted to be located between a proximal end of the stopper member and a distal end of the stopper member.

[0023] In an aspect, the support member is one of a stay member of the vehicle and a saree guard of the vehicle.

[0024] In an aspect, the base member includes a bottom wall, a first inner wall, a second inner wall, and a third inner wall. The first inner wall extends upward from one end of the bottom wall, the second inner wall extends upward from another end of the bottom wall, and the third inner wall extends upward from the bottom wall. The bottom wall, the first inner wall, the second inner wall, and the third inner wall collectively define a chamber. The chamber is adapted to accommodate a coupling element of the support member.

[0025] In an aspect, a ratio of a surface area of the one or more ribs to a surface area of the first side is in a range of 0.3 to 0.4.

[0026] In an aspect, the footrest further includes an anti-slip provision formed on the second side of the main body. At least one portion of the anti-slip provision overlaps the one or more ribs.

[0027] In an aspect, the second side of the main body includes a plain region and a base surface. The plain region and the anti-slip provision protrude upward from the base surface. The at least one portion of the anti-slip provision is configured with a concave profile at the base surface.

[0028] In an aspect, the anti-slip provision protrudes upward from the base surface to a first predetermined height, and the plain region protrudes upward from the main body to a secondpredetermined height. The first predetermined height is substantially equal to the second predetermined height.

[0029] In an aspect, the anti-slip provision defines a pattern selected from a group consisting of line, cross, herringbone, grid, diamond, dot, rhombus, hexagonal, and curved.

[0030] In an aspect, the footrest further includes a peripheral wall. The peripheral wall extends at least partially along a periphery of the first side. At least another portion of the anti-slip provision overlaps the peripheral wall.

[0031] In an aspect, the peripheral wall includes a first peripheral side wall, a second peripheral side wall, and an intermediate peripheral side wall. The intermediate peripheral side wall connects the first peripheral side wall to the second peripheral side wall. At least one of a thickness and a height of the peripheral wall decreases from the first peripheral side wall and the second peripheral side wall towards the intermediate peripheral side wall.

[0032] In an aspect, a thickness of the peripheral wall is more than a thickness of the main body.

[0033] In an aspect, the peripheral wall forms one of a cross-section: square, rectangular, trapezoidal, and curved.

[0034] In an aspect, one or more ribs have a profile selected from a group consisting of linear, angular, and curved.

[0035] In an aspect, the base member, the main body, and the one or more ribs form a single-piece structure.

[0036] In an aspect, at least one of the base member, the main body, and the one or more ribs is made from at least one of a resin and a metal.

[0037] In an aspect, at least one of the base member, the main body, and the one or more ribs is manufactured using one of a molding or casting process.

[0038] Various embodiments of the present invention offer multiple advantages and technical effects. Without limiting the scope of the invention, the second side of the main body of the footrest is specifically configured to support the foot or feet of the user, ensuring comfort and stability during use. On the other hand, the first side of the main body is engineered to enhance the aesthetic appeal of the footrest while simultaneously contributing to its structural integrity. The strategic placement of one or more ribs on the firstside of the main body offers several benefits. For instance, this rib-mounting arrangement effectively eliminates the formation of a weak zone (i.e., a stressconcentrated zone) in the region of the left outer wall of the base member. As a result, there is no requirement to increase the material thickness in this region, which not only reduces the overall weight of the footrest but also minimizes material costs. Furthermore, by avoiding additional thickness, the likelihood of manufacturing defects, such as blow holes, commonly caused by uneven material flow or gas entrapment during casting or molding, is significantly reduced, thereby improving manufacturing reliability and structural consistency of the footrest.

[0039] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.BRIEF DESCRIPTION OF THE FIGURES

[0040] The invention itself, together with further features and advantages, will become apparent from consideration of the following detailed description, taken in conjunction with the accompanying drawings. One or more embodiments of the present invention are now described, by way of example only wherein like reference numerals represent like elements and in which:

[0041] Figures 1A and 1 B illustrate a left perspective view of a vehicle, in accordance with at least some embodiments of the present invention;

[0042] Figure 1 C illustrates a left side view of the vehicle depicted in Figure 1 A, in accordance with an embodiment of the present invention;

[0043] Figure 1 D illustrates a top view of the vehicle depicted in Figure 1 B, in accordance with another embodiment of the present invention;

[0044] Figure 2A illustrates a perspective view of an assembly of a body frame, a support member, and a footrest of the vehicle, in accordance with an embodiment of the present invention;

[0045] Figure 2B illustrates an exploded view of the assembly of the body frame, the support member, and the footrest of Figure 2A, in accordance with an embodiment of the present invention;

[0046] Figure 2C illustrates a perspective view of an assembly of the body frame and the footrest of the vehicle, in accordance with another embodiment of the present invention;

[0047] Figure 2D illustrates an exploded view of the assembly of the body frame and the footrest of Figure 2C, in accordance with another embodiment of the present invention;

[0048] Figure 3A illustrates a perspective view of an assembly of the support member and the footrest positioned in an unfolded state, in accordance with an embodiment of the present invention;

[0049] Figure 3B illustrates a perspective view ofthe assembly of the support member and the footrest positioned in a folded state, in accordance with an embodiment of the present invention;

[0050] Figure 3C illustrates an exploded view of the assembly of the support member and the footrest positioned in the unfolded state, in accordance with an embodiment of the present invention;

[0051] Figure 3D illustrates an exploded view of the assembly of the support member and the footrest positioned in the folded state, in accordance with an embodiment of the present invention;

[0052] Figure 3E illustrates a top perspective view of the footrest, in accordance with an embodiment of the present invention;

[0053] Figure 3F illustrates a right perspective view of the footrest, in accordance with an embodiment of the present invention;

[0054] Figure 3G illustrates a bottom perspective view of the footrest, in accordance with an embodiment of the present invention;

[0055] Figure 3H illustrates a top view of the footrest of Figure 3E, in accordance with an embodiment of the present invention;

[0056] Figure 31 illustrates a left side view of the footrest of Figure 3E, in accordance with an embodiment of the present invention;

[0057] Figure 3J illustrates a right side view of the footrest of Figure 3E, in accordance with an embodiment of the present invention;

[0058] Figure 3K illustrates a front view of the footrest of Figure 3E, in accordance with an embodiment of the present invention;

[0059] Figure 3L illustrates a rear side view of the footrest of Figure 3E, in accordance with an embodiment of the present invention;

[0060] Figure 3M illustrates a first positioning of one or more ribs of the footrest, in accordance with an embodiment of the present invention;

[0061] Figure 3N illustrates a second positioning of the one or more ribs, in accordance with another embodiment of the present invention;

[0062] Figure 30 illustrates a third positioning of the one or more ribs, in accordance with another embodiment of the present invention;

[0063] Figure 3P illustrates a fourth positioning of the one or more ribs, in accordance with yet another embodiment of the present invention;

[0064] Figure 4A illustrates a cross-sectional view of section A-A' of Figure 3G;

[0065] Figure 4B illustrates a cross-sectional view of section B-B' of Figure 3G;

[0066] Figure 4C illustrates a cross-sectional view of section C-C of Figure 3G; and

[0067] Figure 4D illustrates a cross-sectional view of section D-D' of Figure 3G.

[0068] The drawings referred to in this description are not to be understood as being drawn to scale, except if specifically noted, and such drawings are only exemplary in nature.DETAILED DESCRIPTION

[0069] While the invention is susceptible to various modifications and alternative forms, a specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the invention to the particularforms disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternatives falling within the spirit and the scope of the invention.

[0070] The terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, device, or method that comprises a list of componentsor steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by "comprises... a" does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

[0071] Fora better understanding of this invention, a reference would now be made to the embodiment illustrated in the accompanying figures and description here below. Further, in the following figures, the same reference numerals are used to identify the same components in various views.

[0072] While the present invention is illustrated in the context of a two-wheeled or saddle-riding type vehicle, however, an apparatus and aspects and features thereof can be used with other types of vehicles as well. It is to be noted that terms, such as "scooter-type vehicle", "two-wheeled vehicle" and "vehicle" are interchangeably used throughout the description. The term "vehicle" includes vehicles, such as motorcycles, scooters, bicycles, mopeds, all-terrain vehicles (ATVs), electric vehicles, and the like.

[0073] The terms "front / forward", "rear / rearward / back / backward", "up / upper / top / upward", "down / lower / lower ward / downward", "left / leftward", "right / rightward" used therein represents the directions as seen from a vehicle rider sitting astride and these directions are referred by arrows Fr, Rr, U, Lr, L, R in the drawing figures.

[0074] The term 'footrest' used herein refers to a structural element intended to support the user both during the act of sitting and while in the seated position. The configuration and placement of the footrest may vary depending on location within the vehicle, contributing to improved ergonomics, enhanced safety, and greater overall rider comfort.

[0075] The term 'support member' used herein represents a connecting link that connects a footrest to a body frame of the vehicle. The support member may take various forms, such as a stay member commonly used in two-wheeled scooters, a saree guard in motorcycles, or any other component designed to establish a connection of the footrest with the body frame.

[0076] Figures 1A and 1 B illustrate a left perspective view of a vehicle (100), in accordance with at least some embodiments ofthe present invention. Figure 1C illustrates a left side view of the vehicle (100) depicted in Figure 1A, in accordance with an embodiment of the present invention. Additionally, Figure 1 D illustrates a top view of the vehicle (100) depicted in Figure 1 B, in accordance with another embodiment of the present invention. The vehicle (100) referred to herein embodies a scooter. Alternatively, the vehicle (100) may embody any other ridden vehicles, such as motorcycles, three-wheeled vehicles, all-terrain vehicles (ATVs), etc., without limiting the scope of the invention.

[0077] Referring to Figures 1 A to 1 D, the vehicle (100) includes a front-end structure (102), a footboard (104), and a rear-end structure (106). The front-end structure (102) forms a front portion (108) of the vehicle (100), and the rear-end structure (106) forms a rear portion (110) of the vehicle (100).The footboard (104), which provides a platform for a rider's feet, lies between the front-end structure (102) and the rear-end structure (106).

[0078] The front-end structure (102) includes, inter alia, a front ground engaging member (112), a headlight (114), and a steering assembly (116). The steering assembly (116) includes, inter alia, a handlebar (118) and a steering member (not visible in Figures 1A to 1 D). In an illustrated example, the front ground engaging member (112) is operatively coupled to the handlebar (118) and a body frame (see (201) in Figure 2A). The front-end structure (102) may further include a dash assembly, mirror / s, indicator light / s, etc., without limiting the scope of the invention.

[0079] The rear-end structure (106) includes, inter alia, a rear ground engaging member (120), a power unit (122), a body panel (124), and a seat member (126). The rear ground engaging member (120) is operatively coupled to the body frame (201), while the body panel (124) is mounted to the body frame (201). In the representative example, the seat member (126) is configured with a rider seat (128) and a pillion rider seat (130). The rider seat (128) provides seating forthe rider, and the pillion rider seat (130) provides seating for one or more pillion riders.

[0080] The power unit (122) is swingably coupled to the body frame (201) and adapted to provide the necessary power required to drive the rear ground engaging member (120). Alternatively, the power unit (122) may provide the necessary power to drive the front ground engaging member (112), or both the front ground engaging member (112) and the rear ground engaging member (120) simultaneously, without limiting the scope of the invention.

[0081] The vehicle (100) disclosed in the illustrated embodiment is configured as an electric vehicle (EV). The power unit (122) of the EV includes a power-generating motor (140), a battery (not shown in Figures 1A to 1 D), and a transmission system (not shown in Figures 1A to 1 D). The battery is adapted to supply electric power to the power-generating motor (140). The power-generating motor (140) converts the electric power into mechanical power, and the transmission system transmits the generated mechanical power to the rear ground engaging member (120). In another embodiment, not shown, the vehicle (100) may be configured as an internal combustion engine (ICE) vehicle. The power unit (122) of the ICE vehicle includes an engine and a transmission unit. The engine is configured to generate the power required by the ICE vehicle, while the transmission unit transmits the generated power to the rear ground engaging member (120).

[0082] The vehicle (100) further includes a footrest (132) adapted to facilitate the resting of a user's foot. The user may be the rider and / or the one or more pillion riders. Without limitation, the footrest (132) is coupled to the body frame (201) through a support member (134) (shown in Figure 1A). The support member (134) is adapted to support the footrest (132) to the body frame (201).

[0083] For instance, as shown in Figures 1A and 1 C, the footrest (132) is positioned at the rear portion (110) of the vehicle (100) to facilitate the resting of the foot of the one or more pillion riders. In the depicted configuration, the footrest (132) is positioned on a leftside (L) of the pillion rider seat (130). However, in another configuration, the footrest (132) can be positioned on a right side (R) of the pillion rider seat (130). Based on specific requirements, in yet another configuration, two footrestscan be provided. A first footrest (e.g., the footrest (132)) may be positioned on the left side (L) of the pillion rider seat (130), and a second footrest (e.g., the footrest (132)) may be positioned on the right side (R) of the pillion rider seat (130). The footrest (132) of the present embodiment is designed to firmly rest the foot / feet of the one or pillion riders, minimizing the risk of injury by keeping their foot / feet safely away from potential hazards.

[0084] Additionally, or alternatively, as depicted in Figures 1 B and 1 D, the footrest (132) may be positioned on the footboard (104) to facilitate resting of the rider's foot while seated on the rider seat (128). In one configuration, the footrest (132) is provided on the left side (L) of the footboard (104). In another configuration, the footrest (132) can be provided on the right side (R) of the footboard (104). Based on specific requirements, in yet another configuration, two footrests can be provided. A first footrest (e.g., the footrest (132)) may be provided on the left side (L) of the footboard (104) and a second footrest (e.g., the footrest (132)) may be provided on the right side (R) of the footboard (104), offering balanced support for the rider. The positioning of the footrest (132) can be tailored based on factors, including, but not limited to, the preference of the user (e.g., the rider and the one or more pillion riders), the design of the vehicle (100), and safety considerations, ensuring optimal comfort and stability during operation.

[0085] In one embodiment (shown in Figures 1A and 1 C), the support member (134) is configured as a stay member. However, in another embodiment (shown in Figures 1 B and 1 D), the support member (134) is configured as a part of the body frame (201). Additionally, in some embodiments, the support member (134) may be configured as a saree guard. The design and positioning of the footrest (132), along with the configuration of the support member (134), are tailored to enhance both comfort and safety for the rider and / or the one or more pillion riders, ensuring proper support and stability during the ride.

[0086] The footrest (132) can be either fixedly or pivotally coupled to the support member (134). In one exemplary configuration, the footrest (132) is fixedly coupled to the support member (134), which, without limitation, may be designed as the saree guard. In such a configuration, the footrest (132) remains in an unfolded state (136), thereby facilitating continuous resting for the one or more pillion riders.

[0087] In another configuration, as shown in Figures 1A to 1 D, the footrest (132) may be pivotally coupled to the support member (134), which is designed as the stay member or the part of the body frame (201). In this configuration, the footrest (132) is designed to shift between the unfolded state (136) (shown in Figure 1A) and a folded state (138) (shown in Figure 1C). The ability to shift between the unfolded state (136) and the folded state (138) allows for greater versatility in use. In the folded state (138), the footrest (132) configures a compact form, whereas in the unfolded state (136), the footrest (132) offers a comfortable resting position for the foot / feet of the rider or the one or more pillion riders during operation. This versatility enhances both the functional utility and the aesthetic appearance of the vehicle (100).

[0088] In the depicted embodiment, the footrest (132) is manually operated by the user (i.e., the rider or the one or more pillion riders) to selectively position between the unfolded state (136) and the folded state (138). This requires the user to pivotally move the footrest (132) into the desired position. However, in an alternate embodiment, the footrest (132) can be designed to automatically actuate for selective positioning between the unfolded state (136) and the folded state (138) through mechanical, electronic, or other suitable means, eliminating the need for manual intervention. This could involve an integrated system of motors, actuators, or other automated mechanisms that allow the footrest (132) to shift seamlessly between states (i.e., the unfolded state (136) and the folded state (138)) with a push of a button or even in response to specific vehicle conditions or inputs.

[0089] It may be noted that the vehicle (100) is shown to include the above-stated parts; however, those skilled in the art would appreciate that the vehicle (100) includes other parts that may not be relevant for explaining the present invention and hence are not shown and described.

[0090] Figure 2A illustrates a perspective view of an assembly (200) of the body frame (201), the support member (134), and the footrest (132) of the vehicle (100), in accordance with an embodiment of the present invention. Figure 2B illustrates an exploded view of the assembly (200) of the body frame (201), the support member (134), and the footrest (132) of Figure 2A, in accordance with an embodiment of the present invention.

[0091] Additionally, Figure 2C illustrates a perspective view of an assembly (250) of the body frame (201) and the footrest (132) of the vehicle (100), in accordance with another embodiment of the present invention. Figure 2D illustrates an exploded view of the assembly (250) of the body frame (201) and the footrest (132) of Figure 2C, in accordance with another embodiment of the present invention.

[0092] Referring to Figures 2A to 2D, the body frame (201) has a front frame structure (202), a floor structure (204), and a rear frame structure (206). The front frame structure (202) includes, inter alia, a head tube (208) and a main frame member (210). The main frame member (210) extends obliquely in a rearward and downward direction from the head tube (208), towards the floor structure (204). The head tube (208) is adapted to rotatably couple the steering assembly (116), and the floor structure (204) is adapted to mount the footboard (104).

[0093] As shown in Figure 2D, the floor structure (204) has a C-type configuration, including a left section (252L), a right section (252R), and a cross section (252C). The left section (252L) extends along a length direction (see (306) in Figures 3B to 3G) of the vehicle (100), the right section (252R) extends along the length direction (306) and positioned substatially parallel to the left section (252L), and the cross section (252C) connects the left section (252L) with the right section (252R) and joins with the main frame member (210). The cross section (252C) connects the left section (252L) with the right section (252R) along a width direction (226) of the vehicle (100), providing structural integrity and stability. The cross section (252C) connects with the main frame member (210), the left section (252L) connects with a left seat rail member (212L) of the rear frame structure (206), and the right section (252R) connects with a right seat rail member (212R) of the rear framestructure (206). In the representative example, the left section (252L), the right section (252R), and the cross section (252C) collectively form a single-piece configuration of the floor structure (204). However, in another example, the left section (252L), the right section (252R), and the cross section (252C) could be made separately and then joined together to form the floor structure (204).

[0094] In an embodiment, the left seat rail member (212L) and the right seat rail member (212R) are connected to the main frame member (210) through a cross frame member (214). In other words, the cross frame member (214) connects the main frame member (210) with the left seat rail member (212L) and the right seat rail member (212R). The left seat rail member (212L) has a left proximal portion (216L) and a left distal portion (218L). The left proximal portion (216L) extends obliquely in a rearward and upward direction from a left end portion (219L) of the cross frame member (214), and the left distal portion (218L) extends substantially horizontally from the left proximal portion (216L). Likewise, the right seat rail member (212R) has a right proximal portion (216R) and a right distal portion (218R). The right proximal portion (216R) extends obliquely in the rearward and upward direction from a right end portion (219R) of the cross frame member (214), and the right distal portion (218R) extends substantially horizontally from the right proximal portion (216R).

[0095] It may be noted that the body frame (201) is shown to have included the above-stated parts; however, those skilled in the art would appreciate that the body frame (201) includes other parts which may not be relevant for explaining the present invention and hence are not shown and described. Also, it should be noted that the design of the body frame (201) is not limited to the design disclosed herein. In other embodiments of the invention, based on the feasibility and requirements, the design of the body frame (201) can be varied.

[0096] In one embodiment, as shown in Figures 2A and 2B, the support member (134) is designed as the stay member. In this depicted embodiment, the support member (134) extends downward from the left distal portion (218L) of the left seat rail member (212L), which is positioned beneath the pillion rider seat (130). An upper end portion (220U) of the support member (134) is adapted to be connected to the left distal portion (218L) of the left seat rail member (212L) and a lower end portion (220L) of the support member (134) is adapted to couple the footrest (132).

[0097] Referring now to Figure 2B, the left distal portion (218L) of the left seat rail member (212L) is equipped with a pair of connecting members (222). The pair of connecting members (222) is adapted to be connected to a pair of complementary connecting members (224) of the support member (134). The pair of complementary connecting members (224) is positioned at the upper end portion (220U) of the support member (134). In the representative example, the pair of connecting members (222) is connected to the pair of complementary connecting members (224), along the width direction (226) of the vehicle (100), through nuts and bolts (228) (shown in Figure 2B). The nuts and bolts (228) arrangement holds and tightens the upper end portion (220U) of the support member (134) with the left distal portion (218L) of the left seat rail member (212L). Alternatively, other types of fasteners, such as, but not limited to, screws, studs, eye bolts, and the like, can also be used to connect the upper end portion (220U) of the support member (134) to the left distal portion (218L) of the left seat rail member (212L).

[0098] In another configuration, not shown, instead of the left side (L), the footrest (132) can be positioned on the right side (R) of the pillion rider seat (130), in the rear portion (110) of the vehicle (100). In this embodiment, the support member (134) would be connected to the right distal portion (218R) of the right seat rail member (212R).

[0099] In yet another configuration, not shown, the vehicle (100) may be equipped with multiple footrests. In this configuration, the footrests can be provided on both the left side (L) and the right side (R) of the pillion rider seat (130), in the rear portion (110) of the vehicle (100). In this configuration, a first support member would be connected to the left distal portion (218L) of the left seat rail member (212L), while a second support member would be connected to the right distal portion (218R) of the right seat rail member (212R).

[0100] It is important to note that the geometric configuration and design features of the support member (134), which is configured as the stay member, are well-known in the art and, as such, are not discussed in detail here for the sake of brevity. Additionally, depending on design requirements, the geometric configuration and design features of the support member (134), configured as the stay member, may vary in other embodiments of the invention.

[0101] In another embodiment, as shown in Figures 2C and 2D, the support member (134) is configured as the floor structure (204) of the body frame (201). In one configuration, the left section (252L) of the floor structure (204), which pivotally couples the footrest (132), is configured as the support member (134). The support member (134) of this configuration is located at the left side (L) of the footboard (104). In another configuration, instead of the left section (252L), the footrest (132) can be pivotally coupled to the right section (252R) of the floor structure (204). The support member (134) of this configuration is located at the right side (R) of the footboard (104). In yet another configuration, the vehicle (100) may be equipped with more than one footrest (132). In this embodiment, the footrest (132) is provided on each of the left section (252L) and the right section (252R) of the floor structure (204) (i.e., on each of the left side (L) and the right side (R) of the footboard (104).

[0102] It is to be noted that geometrical configuration and design aspects / features of the support member (134), which is configured as at least one of the left section (252L) and the right section (252R) of the floor structure (204) are well-known in the art and therefore not extensively discussed here for the sake of brevity. Additionally, it is noted that, depending on design requirements, the geometrical configuration and design aspects / features of the left section (252L) and the right section (252R) of the floor structure (204) can vary in other embodiments of the invention.

[0103] In some embodiments, the vehicle (100) can be equipped with four footrests: two on the left and right sides of the floor structure (204) for the rider, and two on the left and right sides of the pillion rider seat (130) for the one or more pillion riders. This arrangement ensures flexibility in design, without deviating from the scope of the invention.

[0104] Figure 3A illustrates a perspective view of an assembly of the support member (134) and the footrest (132) positioned in the unfolded state (136), in accordance with an embodiment of thepresent invention. Figure 3B illustrates a perspective view of the assembly of the support member (134) and the footrest (132) positioned in the folded state (138), in accordance with an embodiment of the present invention. Figure 3C illustrates an exploded view of the assembly of the support member (134) and the footrest (132) positioned in the unfolded state (136), in accordance with an embodiment of the present invention. Figure 3D illustrates an exploded view of the assembly of the support member (134) and the footrest (132) positioned in the folded state (138), in accordance with an embodiment of the present invention.

[0105] Referring to Figures 3A to 3D, the footrest (132) is pivotally coupled to the lower end portion (220L) of the support member (134). The lower end portion (220L) includes a connecting bracket (302) configured to pivotally couple the footrest (132) to the support member (134). The pivotal connection allows the footrest (132) to be positioned in either the unfolded state (136) or the folded state (138).

[0106] Figure 3E illustrates a top perspective view of the footrest (132), in accordance with an embodiment of the present invention. Figure 3F illustrates a right perspective view of the footrest (132), in accordance with an embodiment of the present invention. Figure 3G illustrates a bottom perspective view of the footrest (132), in accordance with an embodiment of the present invention. Figure 3H illustrates a top view of the footrest (132) of Figure 3E, in accordance with an embodiment of the present invention. Figure 3I illustrates a left side view of the footrest (132) of Figure 3E, in accordance with an embodiment of the present invention. Figure 3J illustrates a right side view of the footrest (132) of Figure 3E, in accordance with an embodiment of the present invention. Figure 3K illustrates a front view of the footrest (132) of Figure 3E, in accordance with an embodiment of the present invention. Figure 3L illustrates a rear side view of the footrest (132) of Figure 3E, in accordance with an embodiment of the present invention.

[0107] The footrest (132) includes a base member (304) coupled to the support member (134). In this regard, the support member (134) is adapted to support the base member (304) to the body frame (201). As shown in Figures 3B and 3G, the base member (304) extends along the length direction (306) of the vehicle (100). The base member (304) consists of a first element (312), a second element (308), and a third element (310). The first element (312), which is an intermediate element of the base member (304), is positioned between the second element (308) and the third element (310). In the representative example, the second element (308) is configured as a front element, and the third element (310) is configured as a rear element of the base member (304).

[0108] In the depicted configuration, the first element (312), the second element (308), and the third element (310) are arranged coaxially, along the length direction (306) of the vehicle (100). The second element (308) protrudes forward, in the length direction (306), from a first wall (314) of the first element (312). On the other hand, the third element (310) protrudes rearward, in the length direction (306), from a second wall (316) of the first element (312). Herein, the first wall (314) is configured as a front outer wall, and the second wall (316) is configured as a rear outer wall of the first element (312). In the illustrated example, the second element (308) and the third element (310)are hollow cylindrical structures having through cylindrical holes (318, 320), along the length direction (306).

[0109] Referring now to Figures 3F and 3J, the first element (312) of the base member (304) includes an upper portion (322) and a lower portion (324). The upper portion (322) has a bottom wall (326B), a first inner wall (326F) extending upwardly from one end of the bottom wall (326B), a second inner wall (326R) extending upwardly from another end of the bottom wall (326B), and a third inner wall (326L) extending upwardly from the bottom wall (326B). The bottom wall (326B), the first inner wall (326F), the second inner wall (326R), and the third inner wall (326L) define a chamber (332) therebetween.

[0110] Referring now to Figures 3A to 3D, the chamber (332) is designed to accommodate a coupling element (334) of the support member (134). Herein, the coupling element (334) is configured as a hollow tube that encapsulates a spring (336) and couples with the second element (308) and the third element (310). A step bar (338) is configured to couple the coupling element (334) with the third element (310). The step bar (338) has a front part (340F) and a rear part (340R). The rear part (340R) is inserted in the through cylindrical hole (320) of the third element (310), whereas the front part (340F) is inserted in the coupling element (334) from a rear end (342R) thereof. In order to minimize the friction and wear of the through cylindrical hole (320), one or more collars (not shown) can be provided between the through cylindrical hole (320) and the rear part (340R) of the step bar (338). The one or more collars can enhance tribological characteristics, specifically friction and wear, of the through cylindrical hole (320). The material of the one or more collars depends upon the material of the footrest (132). In a non-limiting example, as the footrest (132) is made up of lightweight material (e.g., resin), the material of the one or more collars would correspondingly be non-metallic, such as nylon, Polytetrafluoroethylene (PTFE), etc. In this manner, wear and tear of the through cylindrical hole (320) of the footrest (132) can be eliminated.

[0111] Further, a securing bar (344) is configured to secure the coupling element (334) with the second element (308). The securing bar (344) first travels the through cylindrical hole (318) of the second element (308) and is then inserted in the coupling element (334) from a front end (342F) thereof. In orderto minimize the friction and wear of the through cylindrical hole (318), one or more collars (not shown) can be provided between the through cylindrical hole (318) and the securing bar (344). The one or more collars can enhance tribological characteristics, specifically friction a nd wear, of the through cylindrical hole (320). The material of the one or more collars depends upon the material of the footrest (132). In a non-limiting example, as the footrest (132) is made up of lightweight material, like resin, correspondingly, the material of the one or more collars would be non-metal, like nylon, Polytetrafluoroethylene (PTFE), etc. In this manner, wear and tear of the through cylindrical hole (318) of the footrest (132) can be eliminated. Furthermore, one or more lock pins (346) connect the securing bar (344) with the first element (312) and are adapted to constrain the free movement of the footrest (132) between the unfolded state (136) and the folded state (138). The operating mechanism of the above components that allows the footrest (132) to be positionedin either the unfolded state (136) or the folded state (138) is well-known in the art, and therefore not extensively discussed here for the sake of brevity.

[0112] Referring now to Figures 3E to 3L, the footrest (132) further includes a stopper member (348). The stopper member (348) extends from the base member (304) in a first direction (W1), and is adapted to come in contact with the support member (134) in the unfolded state (136) to restrict its further downward movement. In a specific embodiment, the stopper member (348) extends from the first element (312) of the base member (304) in the first direction (W1). The stopper member (348) is positioned substantially parallel to the coupling element (334), in a top view of the vehicle (100). In the illustrated example, the stopper member (348) forms a substantially rectangular profile and is configured to constrain further downward movement of the footrest (132) with respect to the coupling element (334).

[0113] Further, the footrest (132) includes a main body (350). The main body (350) extends from the base member (304) and is adapted to facilitate the resting of the user's foot. In the representative example, the main body (350) extends from the base member (304) in a second direction (W2), which is substantially opposite to the first direction (W1). In other words, the stopper member (348) and the main body (350) are positioned opposite to each other, as seen from a top view of the vehicle (100).

[0114] The main body (350) includes a first side (356) and a second side (354), the second side (354) being opposite to the first side (356). In the illustrated configuration, the first side (356) corresponds to the bottom side and the second side (354) corresponds to the top side of the footrest (132), as viewed from the side of the vehicle (100) in the unfolded state (136). In this unfolded state (136), the second side (354) of the main body (350) serves as a support surface for resting the user's foot, whereas the first side (356) is configured to enhance the aesthetic appearance and provide structural reinforcement to the footrest (132).

[0115] Referring now to Figures 3B, 3D, 3G, and 3I, the footrest (132) further includes a peripheral wall (352) and one or more ribs (358; 360). The peripheral wall (352) extends at least partially along a periphery of the first side (356) of the main body (350). Further, the one or more ribs (358; 360) extend from the base member (304) and are adapted to extend at least partially along the first side (356) of the main body (350). This implies that both the peripheral wall (352) and the one or more ribs (358; 360) are formed on the first side (356) of the main body (350). Without limitation, in the representative example, the one or more ribs (358; 360) extend, in the second direction (W2), from a left outer wall (327) of the base member (304) to the peripheral wall (352) along the first side (356) of the main body (350). Additionally, at least one of the first wall (314) and the second wall (316) of the first element (312) of the base member (304) is configured to merge with the one or more ribs (358; 360). In the depicted embodiment, the one or more ribs (358; 360) include two ribs. In this regard, the first wall (314) merges with a first rib (358), and the second wall (316) merges with a second rib (360). However, the number of ribs may vary depending on design requirements and feasibility, with possible configurations including one, three, or more. This design flexibility enables optimization of factors such as structural strength, weight distribution, and overallperformance of the footrest (132). The number and placement of the ribs can be customized to address specific engineering objectives or aesthetic considerations, thereby ensuring that the footrest (132) contributes to both the structural integrity and functional efficiency of the vehicle (100).

[0116] In a specific embodiment, the first rib (358) among the one or more ribs (358; 360) extends outwardly (in the second direction (W2)) from a first end portion (362F) (shown in Figure 3G) of the left outer wall (327) to the peripheral wall (352) in a curvilinear manner. The first rib (358) includes a first front sub-rib (364F), a first rear sub-rib (364R), and at least one first bridge member (364M) connecting the first rear sub-rib (364R) to the first front sub-rib (364F). The first rear sub-rib (364R) is connected to the first front sub-rib (364F), in a space-apart relation, along the length direction (306) of the vehicle (100). In other words, the at least one first bridge member (364M) connects the first rear sub-rib (364R) to the first front sub-rib (364F) along the length direction (306) of the vehicle (100). In the illustrated configuration, the first rear sub-rib (364R) connects with the first front subrib (364F) by two first bridge members. In another configuration, based on structural and aesthetic aspects, more than two first bridge members can be used to connect the first rear sub-rib (364R) to the first front sub-rib (364F).

[0117] During the loading condition of the main body (350), the maximum load transfer is reported in the first end portion (362F) of the left outer wall (327). Therefore, to withstand the stress and strain generated by the application of the load (i.e., the weight of the rider or the one or more pillion riders), additional material needs to be provided. Other than this, during the loading condition of the main body (350), maximum load transfer is reported in the through cylindrical hole (318) (i.e., stress concentrated region) of the second element (308) where the one or more lock pins (346) are mounted. With these considerations, in a specific embodiment, a front wall (366) of the first front sub-rib (364F) merges with the first wall (314) of the first element (312). On the other hand, the one or more ribs (358; 360) extend from the base member (304) and are adapted to be located between a proximal end (377F) of the stopper member (348) and a distal end (377R) of the stopper member (348). In a specific embodiment, the first rear sub-rib (364R) is adapted to be located between the proximal end (377F) and the distal end (377R) of the stopper member (348). Particularly, the first rear sub-rib (364R) is adapted to be located at a proximal end portion (370F) of the stopper member (348) (i.e., between the proximal end (377F) and the distal end (377R)). As shown in Figures 3B and 3D, a centerline axis (F-F') of the first rear sub-rib (364R) extends towards the proximal end portion (370F) of the stopper member (348). The curvature profile of the front wall (366) of the first front sub-rib (364F) and a rearward wall (368) of the first rear sub-rib (364R) is defined based on several factors, such as the amount of load acting, material requirement, stress concentration regions, and the like. Also, the curved design minimizes the number of ribs needed to cover a maximum area. Using straight ribs could increase their quantity, leading to higher costs, increased weight, and more complexity in the geometry of the footrest (132). In a non-limiting example, the load acts on the main body (350) is a hundred kilograms as per the regulation load, and the one or more ribs (358; 360) are configured to provide strength against the regulation load.

[0118] This mounting arrangement eliminates the chances of the formation of a weak zone (i.e., stressconcentrated zone) at the first end portion (362F) of the left outer wall (327). Consequently, there is no need to provide additional thickness thereto, and therefore, manufacturing defects (e.g., blow holes) incurred during manufacturing can be avoided. Additionally, this mounting arrangement improves the aesthetic appearance of the first side (356) in the folded state (138) of the footrest (132).

[0119] It is to be noted that the longitudinal distance between the first front sub-rib (364F) and the first rear sub-rib (364R) decreases (i.e., converges) from the first end portion (362F) of the left outer wall (327) to the peripheral wall (352). In the illustrated example, the longitudinal distance between the first front sub-rib (364F) and the first rear sub-rib (364R) at the first end portion (362F) is length (L1), and the longitudinal distance between the first front sub-rib (364F) and the first rear sub-rib (364R) at the peripheral wall (352) is length (L2). Without limitation, the length (L1) is greater than the length (L2). The decrease in length from the length (L1) to the length (L2) may be uniform or non-uniform, depending on several factors, such as the load acting, material requirement, stress concentration regions, and the like. In the illustrated configuration, the ratio of the length (L1) to the length (L2) is in a range of 3 to 4. In another configuration, based on design requirements, the ratio of the length (L1) to the length (L2) can be varied.

[0120] The first rib (358) disclosed in the illustrated example is constructed from two sub-ribs (i.e., the first front sub-rib (364F) and the first rear sub-rib (364R)) connected to each other through the at least one first bridge member (364M). In another configuration, not shown, the first rib (358) can be formed using a single rib, and the requirement of the at least one first bridge member (364M) is eliminated, without departing from the scope of the invention. The geometrical configuration of the first rib (358) of this embodiment is such that a front wall thereof merges with the first wall (314) of the first element (312), and a rear portion thereof aligns with the proximal end portion (370F) of the stopper member (348). In yet another configuration, not shown, the first rib (358) may be constructed from more than two sub-ribs (e.g., three sub-ribs). However, in this embodiment also, the geometrical configuration should be such that a front wall of a front sub-rib should merge with the first wall (314) of the first element (312) and a centerline axis of a rear sub-rib should align with the proximal end portion (370F) of the stopper member (348).

[0121] Similarto the first rib (358), the second rib (360) among the one or more ribs (358; 360) extends outwardly (in the second direction (W2)) from a second end portion (362R) (shown in Figure 3G) of the left outer wall (327) to the peripheral wall (352) in a curvilinear manner. The second rib (360) includes a second front sub-rib (372F), a second rear sub-rib (372R), and at least one second bridge member (372M) connecting the second rear sub-rib (372R) to the second front sub-rib (372F). The second front sub-rib (372F) is connected to the second rear sub-rib (372R), in a space-apart relation, along the length direction (306) of the vehicle (100). In otherwords, the at least one second bridge member (372M) connects the second rear sub-rib (372R) to the second front sub-rib (372F) along the length direction (306) of the vehicle (100). In the illustrated configuration, the second rear sub-rib (372R) connects with the second front sub-rib (372F) by two second bridge members. Inanother configuration, based on structural and aesthetic aspects, more than two second bridge members can be used to connect the second rear sub-rib (372R) to the second front sub-rib (372F).

[0122] During the loading condition of the main body (350), the maximum load transfer is reported in the second end portion (362R) of the left outer wall (327). Therefore, to withstand the stress and strain generated by the application of the load (i.e., the weight of the rider or the one or more pillion riders), additional material needs to be provided. Otherthan this, during the loading condition of the main body (350), maximum load transfer is reported in the through cylindrical hole (320) (i.e., stress concentrated region) of the third element (310). With these considerations, in a specific embodiment, a rear wall (374) of the second rear sub-rib (372R) merges with the second wall (316) of the first element (312). On the other hand, the second front sub-rib (372F) is adapted to be located between the proximal end (377F) and the distal end (377R) of the stopper member (348). Particularly, the second front sub-rib (372F) is adapted to be located at a distal end portion (370R) of the stopper member (348) (i.e., between the proximal end (377F) and the distal end (377R)). In essence, at least one of the first rear sub-rib (364R) and the second front sub-rib (372F) extends from the base member (304) and is adapted to be located between the proximal end (377F) and the distal end (377R) of the stopper member (348).

[0123] As shown in Figures 3B and 3D, a centerline axis (R-R') of the second front sub-rib (372F) extends towards the distal end portion (370R) of the stopper member (348). The curvature profile of the rear wall (374) of the second rear sub-rib (372R) and a forward wall (376) of the second front sub-rib (372F) is defined based on several factors, like the load acting, material requirement, stress concentration regions, and the like. Also, the curved design minimizes the number of ribs needed to cover a maximum area. Using straight ribs could increase their quantity, leading to higher costs, increased weight, and more complexity in the geometry of the footrest (132). In other embodiments, instead of a curvature profile, the one or more ribs (358; 360) may feature an angular profile, or any other suitable profile based on design requirements. This allows for a variety of profiles, such as straight, tapered, or custom shapes, to be defined depending on the desired strength, aesthetic, and functionality of the footrest (132). The flexibility in profile design ensures the one or more ribs (358; 360) can be optimized for different performance characteristics and structural needs.

[0124] This mounting arrangement eliminates the chances of the formation of a weak zone (i.e., stressconcentrated zone) at the second end portion (362R) of the left outer wall (327). Consequently, there is no need to provide additional thickness thereto, and therefore, manufacturing defects (e.g., blow holes) can be avoided. Additionally, this mounting arrangement improves the aesthetic appearance of the first side (356) in the folded state (138) of the footrest (132).

[0125] It is to be noted that the longitudinal distance between the second front sub-rib (372F) and the second rear sub-rib (372R) decreases (i.e., converges) from the second end portion (362R) of the left outer wall (327) to the peripheral wall (352). In the illustrated example, the longitudinal distance between the second front sub-rib (372F) and the second rear sub-rib (372R) at the second end portion (362R) is length (L3), and the longitudinal distance between the second front sub-rib (372F) and the second rear sub-rib (372R) at the peripheral wall (352) is length (L4). Without limitation, thelength (L3) is greater than the length (L4). The decrease in length from the length (L3) to the length (L4) may be uniform or non-uniform, based on several factors, like the load acted upon, material requirement, stress concentration regions, and the like. In the illustrated configuration, the ratio of the length (L3) to the length (L4) is in a range of 3 to 4. In another configuration, based on design requirements, the ratio of the length (L3) to the length (L4) can be varied.

[0126] The second rib (360) disclosed in the illustrated example is constructed from two sub-ribs (i.e., the second front sub-rib (372F) and the second rear sub-rib (372R)) connected through the at least one second bridge member (372M). In another configuration, not shown, the second rib (360) can be formed using a single rib, and the requirement of the at least one second bridge member (372M) is eliminated, without departing from the scope of the invention. The geometrical configuration of the second rib (360) of this embodiment is such that a rear wall thereof merges with the second wall (316) of the first element (312), and a front portion thereof aligns with the distal end portion (370R) of the stopper member (348). In yet another configuration, not shown, the second rib (360) may be constructed from more than two sub-ribs (e.g., three sub-ribs). However, in this embodiment also, the geometrical configuration should be such that a rear wall of a rear sub-rib should merge with the second wall (316) of the first element (312) and a centerline axis of a front sub-rib should align with the distal end portion (370R) of the stopper member (348).

[0127] In the depicted embodiment, the one or more ribs (358; 360) are two. However, depending on feasibility and design requirements, the one or more ribs (358; 360) could vary, with options including one, three, or more. This flexibility allows for adjustments in the design to optimize strength, weight distribution, and overall performance of the footrest (132). The number and placement of the ribs can be tailored to meet specific engineering needs or aesthetic preferences, ensuring that the vehicle (100) maintains both structural integrity and functional efficiency of the footrest (132) .

[0128] In the representative example shown in Figure 3G, the peripheral wall (352) of the footrest (132) includes a first peripheral side wall (371 A), a second peripheral side wall (371 B), and an intermediate peripheral side wall (371 C) that extends between and structurally connects the first peripheral side wall (371 A) and the second peripheral side wall (371 B). Together, the first peripheral side wall (371A), the second peripheral side wall (371 B), and the intermediate peripheral side wall (371 C) form a continuous or partially enclosed boundary around the main body (350), contributing to the overall rigidity and shape definition of the footrest (132). The first peripheral side wall (371A), the second peripheral side wall (371 B), and the intermediate peripheral side wall (371 C) may serve multiple functions, including reinforcing the outer edges of the footrest (132), providing a barrier or containment structure for internal features, such as the one or more ribs (358; 360), and enhancing the visual integration of the footrest (132) with adjacent vehicle interior components. In certain embodiments, the first peripheral side wall (371 A), the second peripheral side wall (371 B), and the intermediate peripheral side wall (371C) may also assist in supporting the user's foot, resist deformation under load, or provide attachment interfaces for mounting the footrest (132) within the vehicle (100).

[0129] Figure 3M illustrates a first positioning of the one or more ribs (358; 360), in accordance with an embodiment of the present invention. Figure 3N illustrates a second positioning of the one or more ribs (358; 360), in accordance with another embodiment of the present invention. Figure 30 illustrates a third positioning of the one or more ribs (358; 360), in accordance with another embodiment of the present invention. Figure 3P illustrates a fourth positioning of the one or more ribs (358; 360), in accordance with yet another embodiment of the present invention.

[0130] Referring to Figures 3M to 3P, the one or more ribs (358; 360) include a first end (333A; 333B) and a second end (335A; 335B). The first end (333A; 333B) joins at the base member (304). A centerline axis (CA1 ; CA2) passes through the first end (333A; 333B) substantially orthogonally to the base member (304) and along the main body (350). Further, the second end (335A; 335B) is positioned at an offset (DA1 ; DA2) from the centerline axis (CA1 ; CA2). In a specific embodiment, the base member (304) includes a first end portion (362F) and a second end portion (362R). The first end portion (362F) is adapted to connect the first end (333A) of a first rib (358), and the second end portion (362R) is adapted to connect the first end (333B) of the second rib (360).

[0131] Referring now to Figure 3M, in this embodiment, the second end (335A) of the first rib (358) is positioned on a first side of the centerline axis (CA1) at an offset (DA1), along the length direction (306). On the other hand, the second end (335B) of the second rib (360) is positioned on the first side of the centerline axis (CA2) at an offset (DA2), along the length direction (306). These offsets (DA1 , DA2) allow for an asymmetric or staggered rib arrangement, which may contribute to improved structural support, load distribution, or aesthetic balance across the footrest (132).

[0132] Referring now to Figure 3N, in this embodiment, the second end (335A) of the first rib (358) is positioned on the first side of the centerline axis (CA1) at the offset (DA1) along the length direction (306). On the other hand, the second end (335B) of the second rib (360) is positioned on a second side of the centerline axis (CA2) at the offset (DA2), along the length direction (306). This configuration ofthe first rib (358) and the second rib (360) contributes to improved structural support, load distribution, or aesthetic balance across the footrest (132).

[0133] Referring now to Figure 30, in this embodiment, the second end (335A) of the first rib (358) is positioned on the second side of the centerline axis (CA1) at the offset (DA1). On the other hand, the second end (335B) of the second rib (360) is positioned on the first side of the centerline axis (CA2) at the offset (DA2). This configuration ofthe first rib (358) and the second rib (360) contributes to improved structural support, load distribution, or aesthetic balance across the footrest (132).

[0134] Referring now to Figure 3P, in this embodiment, the second end (335A) of the first rib (358) is positioned on the second side of the centerline axis (CA1) at an offset (DA1). On the other hand, the second end (335B) of the second rib (360) is positioned on the second side of the centerline axis (CA2) at the offset (DA2). This configuration of the first rib (358) and the second rib (360) contributes to improved structural support, load distribution, or aesthetic balance across the footrest (132).

[0135] These multiple rib-end configurations permit a range of asymmetric or staggered layouts, which may be selected based on the desired balance of structural reinforcement, load path optimization, and visual design harmony across the footrest (132). By varying the placement of rib terminations with respect to the centerline axis (CA1 ; CA2), the structure of the footrest (132) can be tailored to specific strength distribution requirements, improve user foot engagement, or align with aesthetic design goals within the vehicle (100). Such flexibility in rib geometry supports both functional and stylistic customization for different models or trim levels of the vehicle (100).

[0136] In each ofthe embodiments illustrated in Figures 3M through 3P, and without limitation, the one or more ribs (358; 360) formed as part of the footrest (132) exhibit a profile selected from a group consisting of linear, angular, and curved geometries. The selection of a particular rib profile may be based on various design criteria related to the intended structural, functional, or aesthetic performance of the footrest (132) when installed within the vehicle (100). For instance, in some embodiments, linear ribs may be configured to provide directional reinforcement along a load path corresponding to foot pressure during use. In other embodiments, angular ribs may enhance torsional rigidity and provide support in regions requiring localized strength, while curved ribs may be employed to distribute mechanical stresses more evenly orto achieve a more visually integrated surface design with surrounding interior components. Additionally, the shape or profile of the ribs may be selected to improve the overall appearance ofthe footrest (132), helping it blend with nearby trim or floor components in the vehicle (100). As such, the rib design is not only intended for structural support but also serves multiple purposes, including improving strength, aiding in the manufacturing process, providing user comfort, and enhancing the visual design of the footrest (132).

[0137] In some embodiments, as shown in Figures 3M to 3P, the footrest (132) further includes one or more first extendable members (337) and one or more second extendable members (343). The one or more first extendable members (337) extend along the main body (350) and connect to the first rib (358). Likewise, the one or more second extendable members (343) extend along the main body (350) and connect to the second rib (360).

[0138] The one or more first extendable members (337) have a first proximal end (339A) and a first distal end (341 A). The first proximal end (339A) joins at the first rib (358). A first baseline axis (BA1) passes through the first proximal end (339A) substantially orthogonally to the base member (304) and along the main body (350), and the first distal end (341 A) is positioned at an offset (PA1) from the first baseline axis (BA1). In one embodiment (shown in Figures 3N and 3P), the first distal end (341 A) is positioned at the offset (PA1) relative to the first baseline axis (BA1). The offset (PA1) is located on a first side of the first baseline axis (BA1) and extends toward the peripheral wall (352) of the footrest (132). In another embodiment (shown in Figures 3M and 30), the first distal end (341 A) is positioned at the offset (PA1) relative to the first baseline axis (BA1). The offset (PA1) is located on a second side of the first baseline axis (BA1) and extends toward the peripheral wall (352) of the footrest (132).

[0139] The one or more second extendable members (343) have a second proximal end (339B) and a second distal end (341 B). The second proximal end (339B) joins at the second rib (360). A second baseline axis (BA2) passes through the second proximal end (339B) substantially orthogonally to the base member (304) and along the main body (350), and the second distal end (341 B) is positioned at an offset (PA2) from the second baseline axis (BA2). In one embodiment (shown in Figures 30 and 3P), the second distal end (341 B) is positioned at the offset (PA2) relative to the second baseline axis (BA2) and extends towards the peripheral wall (352) of the footrest (132). The offset (PA2) is located on a first side of the second baseline axis (BA2) and extends toward the peripheral wall (352) of the footrest (132). In another embodiment, as shown in Figures 3M and 3N, the second distal end (341 B) is positioned at the offset (PA2) relative to the second baseline axis (BA2). The offset (PA2) is located on a second side of the second baseline axis (BA2) and extends toward the peripheral wall (352) of the footrest (132).

[0140] In each of the embodiments shown in Figures 3M to 3P, without limitation, the one or more first extendable members (337) and one or more second extendable members (343) have a profile selected from a group consisting of linear, angular, and curved. These variations in the profiles can be tailored to enhance structural integrity, improve aesthetic appeal, or optimize functionality for specific applications within the vehicle (100).

[0141] Figure 4A illustrates a cross-sectional view of section A-A' of Figure 3G. As shown, thickness A1 >A2>A3. In other words, the thickness of the first rib (358) decreases from the first end portion (362F) of the left outer wall (327) to the peripheral wall (352). This implies that the maximum material is provided at the first end portion (362F), and the minimum material is provided at the peripheral wall (352). Such a distribution of the material is advantageous in withstanding at least the bending stress and the shear stress generated along the width direction (226) of the main body (350).

[0142] Figure 4B illustrates a cross-sectional view of section B-B' of Figure 3G. As shown, thickness B1 >B2>B3. In other words, the thickness of the second rib (360) decreases from the second end portion (362R) of the left outer wall (327) to the peripheral wall (352). This implies that the maximum material is provided at the second end portion (362R) and the minimum material is provided at the peripheral wall (352). Such a distribution of the material is advantageous in withstanding at least the bending stress and the shear stress generated along the width direction (226) of the main body (350).

[0143] Further, referring to Figure 3B, the rearward wall (368) of the first rear sub-rib (364R) and the forward wall (376) of the second front sub-rib (372F) are, at least in part, substantially parallel to each other along the width direction (226). As depicted in Figure 3B, a length (L6) is greater than a length (L5). In the representative example, the ratio of the length (L6) to the length (L5) is between 1 and 1.5. However, this ratio is dependent upon the geometrical configuration and mounting position of the first rib (358) and the second rib (360).

[0144] It is to be noted that the structural strength of the main body (350) is dependent upon a surface area of the one or more ribs (358; 360) to a surface area of the first side (356). In other words, the free surface area occupied by a plain region (378) and the total surface area of the first side (356) of the main body (350) determine the structural strength of the main body (350). In that regard, a ratio of a surface area of the one or more ribs (358; 360) to a surface area of the first side (356) is in a range of 0.3 to 0.4. Therefore, it can be stated that when the one or more ribs (358; 360) occupy 30% to 40% of the surface area in a predetermined position and orientation, the structural strength and aesthetic appearance of the footrest (132) improve significantly. Additionally, this design requires less material (i.e., cost-effective) and is easy to manufacture with negligible manufacturing defects. Upon satisfying the above requirement, based on the feasibility and design requirements, more than two ribs can be provided at the first side (356) of the main body (350), without deviating from the scope of the invention.

[0145] Figure 4C illustrates a cross-sectional view of section C-C of Figure 3G. Figure 4D illustrates a cross-sectional view of section D-D' of Figure 3G. As shown, the peripheral wall (352) of the footrest (132) includes varying dimensions designed to address structural, manufacturing, and ergonomic considerations. In particular, in certain embodiments, at least one of a thickness (TP), as represented in Figure 3G, and a height (HP), as shown in Figure 3I, of the peripheral wall (352) progressively decreases from the first peripheral side wall (371A) and the second peripheral side wall (371 B) toward the intermediate peripheral side wall (371 C).

[0146] This graduated geometry is strategically implemented to optimize several key parameters, including material efficiency, weight reduction, and manufacturability, especially in the context of injection molding or casting processes where consistent material flow and cooling behavior are critical. The reduction in the thickness (TP) and / or the height (HP) toward the intermediate peripheral side wall (371 C) may also help in minimizing warpage, sink marks, or internal stress concentrations.

[0147] By way of example, with reference to Figures 4C and 4D, the thickness (TP) of the peripheral wall (352) at section C-C is identified as (C1), and the thickness (TP) at section D-D' is identified as (D1). In the illustrated embodiment, (C1) is greaterthan (D1), indicating a taper in thickness from the first peripheral side wall (371A) and the second peripheral side wall (371 B) toward the intermediate peripheral side wall (371 C). Such dimensional transitions are purposefully designed based on mechanical performance requirements.

[0148] In some implementations, the thickness (TP) of a portion of the peripheral wall (352) may be intentionally minimized to match or correspond to the thickness of one or more ribs (358, 360), thereby maintaining visual and structural consistency and ensuring uniform shrinkage during molding. In another implementation, the height (HP) of the peripheral wall (352) is reduced to allow for a corresponding reduction in a thickness (TM) of the main body (350), contributing to a slimmer profile and potentially lower center of gravity.

[0149] It is further noted that in certain embodiments, the thickness (TP) of the peripheral wall (352) remains greater than the thickness (TM) of the main body (350). This configuration ensures that the edge regions, typically more prone to impact or user contact, are reinforced while the main body (350) of the footrest (132) can remain thinner for weight and material efficiency.

[0150] Without limitation, based on the design requirement, the peripheral wall (352) has one of a cross-sections: square, rectangular, trapezoidal, and curved. The selection of the cross-section of the peripheral wall (352) is flexible and can be tailored to optimize the structural integrity, aesthetics, and performance of the footrest (132). Each profile offers distinct advantages, such as, but not limited to, increased stability, ease of manufacturing, or improved aerodynamic properties, allowing for customization based on specific engineering and design goals.

[0151] Further, as illustrated in Figures 4C and 4D, the cross-sectional dimensions of the one or more ribs (358; 360) vary, contributing to both structural and manufacturing optimization. Specifically, the thickness of the first rib (358) at section C-C is denoted as (C2), and the thickness of the first rib (358) at section D-D' is denoted as (D2), wherein (C2) is greater than (D2). Similarly, the thickness of the second rib (360) at section C-C is denoted as (C3), and the thickness of the second rib (360) at section D-D' is denoted as (D3), wherein (C3) is greater than (D3).

[0152] This variation in rib thickness is designed to provide enhanced structural reinforcement at critical load-bearing regions, typically located closer to the outer or supported portions of the footrest (132), while reducing material usage in less stressed or centrally located regions. The thicker sections (C2, C3) at section C-C may support higher localized forces, such as those arising from user foot pressure or mounting stresses. In contrast, the reduced thicknesses (D2, D3) at section D-D' contribute to overall material efficiency and allow for improved cooling rates and dimensional stability during molding or casting processes.

[0153] Referring now to Figures 3E, 3F, and 3H, the footrest (132) further includes an anti-slip provision (380). In a specific embodiment, the anti-slip provision (380) is formed on the second side (354) of the main body (350). The second side (354) of the main body (350) includes a base surface (385). Without limitation, the plain region (378) and the anti-slip provision (380) protrude upward from the base surface (385). The anti-slip provision (380) is formed on the base surface (385) of the second side (354) such that at least one portion (381) of the anti-slip provision (380) overlaps the one or more ribs (358; 360). Further, at least another portion (383) of the anti-slip provision (380) overlaps the peripheral wall (352).

[0154] As shown in Figure 3E, the at least one portion (381) and the at least another portion (383) of the anti-slip provision (380) protrude upward from the base surface (385) to a first predetermined height (H1) and the plain region (378) protrudes upward from the main body (350) to a second predetermined height (H2). Without limitation, the first predetermined height (H1) is substantially equal to the second predetermined height (H2). Due to the first predetermined height (H1) and the second predetermined height (H2), the depression formed by the one or more ribs (358; 360) is not visible. In a specific embodiment, one of the at least one portion (381) and the at least anotherportion (383) is configured with a concave profile at the base surface (385). As the second predetermined height (H2) substantially equal to the first predetermined height (H1) and at least one of the at least one portion (381) and the at least another portion (383) is configured with the concave profile at the base surface (385), the structural integrity of the region enhances by distributing mechanical stress more evenly across the surface, thereby reducing the risk of manufacturing defect, localized deformation or failure under load. Furthermore, this specific geometrical configuration of at least one of the at least one portion (381) and the at least another portion (383) contributes to a reduction in material usage and overall weight of the footrest (132), leading to cost efficiency in manufacturing and improved performance.

[0155] Within the scope of the invention, the anti-slip provision (380) defines a textured pattern configured to improve traction and reduce the risk of foot slippage during use. The anti-slip provision (380) is selected from a group consisting of line, cross, herringbone, grid, diamond, dot, rhombus, hexagonal, and curved geometries. In certain embodiments, the selected pattern may be molded, embossed, or otherwise formed integrally with the footrest surface during the manufacturing process. The choice of pattern may vary depending on factors such as aesthetic preference, ergonomic performance, material type, or specific environmental conditions within the vehicle (100).

[0156] In the disclosed embodiment, various components of the footrest (132), including, but not limited to, the base member (304), the main body (350), and the one or more ribs (358; 360), form a single-piece structure. This design simplifies manufacturing and enhances the strength and durability of the footrest (132), as the base member (304), the main body (350), and the one or more ribs (358; 360) function together as a unified structure. Additionally, this approach minimizes the need for multiple assembly steps, offering both cost-efficiency and improved structural integrity.

[0157] In an embodiment, at least one of the base member (304), the main body (350), and one or more ribs (358; 360) are constructed from a material that is lightweight, easy to manufacture with minimal defects, and possesses excellent mechanical properties, including elasticity, compressive strength, and impact resistance. Additionally, the material exhibits superior tribological properties, such as low friction and wear resistance.

[0158] In a specific embodiment, at least one of the base member (304), the main body (350), and the one or more ribs (358; 360) is made from at least one of a resin and a metal. For example, the main body (350), and the one or more ribs (358; 360) could be made from the resin, while the base member (304) might be made from metal to provide additional strength and stability. In another embodiment, the footrest (132), including the base member (304), the main body (350), and the one or more ribs (358; 360), may be formed from a high-performance resin, such as a fiber- reinforced thermoplastic resin. Suitable examples include glass-filled polyamide or impact-modified polypropylene, which offer excellent dimensional stability, wear resistance, and mechanical strength. These resins are particularly well-suited for applications requiring a balance of durability and lightweight construction.

[0159] Alternatively, the footrest (132) may be made entirely of metal, such as aluminum or steel, to achieve maximum structural integrity and resistance to deformation under heavy loads. Metals like aluminum provide the advantage of being lightweight yet strong, while steel offers greater strength and durability under heavy-use conditions. This flexibility in material selection enables designers to optimize the footrest (132) based on specific performance targets, including weight reduction, manufacturing cost, durability, and intended use environment.

[0160] At least one of the base member (304), the main body (350), and the one or more structural ribs (358; 360) is fabricated utilizing a manufacturing technique selected from the group consisting of molding and casting processes. By way of non-limiting example, when the footrest (132) is composed of a polymeric or resin-based material, it is preferably formed via an injection molding process. Conversely, when the footrest (132) is formed from a metallic material, such as aluminum or steel, it is preferably manufactured using a casting process, such as die casting or sand casting, depending on structural and aesthetic requirements.

[0161] In embodiments utilizing injection molding, the one or more structural ribs (358; 360) may exhibit increased thicknesses necessary for structural reinforcement. However, such configurations may give rise to sink marks or depressions (not shown) on the second side (354) of the main body (350). These sink marks result from differentia I cooling and shrinkage during the solidification phase of the injection molding cycle. Therefore, to hide sink marks, start by removing material directly behind the one or more ribs (358; 360) on the upper resting surface to create a concave shape. This concave shape would naturally blend with any sink marks that form, integrating them into the part's design. Additionally, strategically placing line-shaped ribs will further mask any variations in concave depth caused by process differences, ensuring that only depth features are perceptible without obvious depth variations being visible.

[0162] The footrest (132) of the disclosed invention can be easily connected to at least one of the left distal portion (218L) of the left seat rail member (212L) and the right distal portion (218R) of the right seat rail member (212R) through the support member (134). The upper end portion (220U) of the support member (134) can be connected to at least one of the left distal portion (218L) of the left seat rail member (212L) and the right distal portion (218R) of the right seat rail member (212R) using fasteners (e.g., the nuts and bolts (228)). Further, the footrest (132) is pivotally coupled to the lower end portion (220L) of the support member (134).

[0163] While a few embodiments of the present invention have been described above, it is to be understood that the invention is not limited to the above embodiments and modifications may be appropriately made thereto within the spirit and scope of the invention.

[0164] While considerable emphasis has been placed herein on the particular features of this invention, it will be appreciated that various modifications can be made and that many changes can be made in the preferred embodiments without departing from the principles of the invention. These and other modifications in the nature of the invention or the preferred embodiments will be apparent to those skilled in the art from the invention herein, whereby it is to be distinctly understood that theforegoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

Claims

Claims

1. A footrest (132) of a vehicle (100), comprising: a base member (304) coupled to a body frame (201) of the vehicle (100); a main body (350) extended from the base member (304), wherein the main body (350) facilitates resting of a user's foot; and one or more ribs (358; 360) extended from the base member (304), the one or more ribs (358; 360) adapted to extend at least partially along the main body (350).

2. The footrest (132) as claimed in claim 1 , wherein the main body (350) comprises a first side (356) and a second side (354) opposite to the first side (356), the first side (356) adapted to facilitate the one or more ribs (358, 360) to extend from the base member (304) and the second side (354) to rest the user's foot.

3. The footrest (132) as claimed in claim 1 , wherein the one or more ribs (358; 360) comprise: a first end (333A; 333B) joining at the base member (304), a centerline axis (CA1 ; CA2) passing through the first end (333A; 333B) substantially orthogonally to the base member (304) and along the main body (350), and a second end (335A,335B) positioned at an offset (DA1 ; DA2) from the centerline axis (CA1 ; CA2).

4. The footrest (132) as claimed in claim 3, wherein the base member (304) comprises a first end portion (362F) and a second end portion (362R), the first end portion (362F) is adapted to connect the first end (333A) of a first rib (358), and the second end portion (362R) is adapted to connect the first end (333B) of a second rib (360).

5. The footrest (132) as claimed in claim 4, wherein the second end (335A) of the first rib (358) is positioned on a first side of the centerline axis (CA1) at an offset (DA1), andwherein the second end (335B) of the second rib (360) is positioned on the first side of the centerline axis (CA2) at an offset (DA2).

6. The footrest (132) as claimed in claim 4, wherein the second end (335A) of the first rib (358) is positioned on a first side of the centerline axis (CA1) at an offset (DA1), and wherein the second end (335B) of the second rib (360) is positioned on a second side of the centerline axis (CA2) at an offset (DA2).

7. The footrest (132) as claimed in claim 4, wherein the second end (335A) of the first rib (358) is positioned on a second side of the centerline axis (CA1 ) at an offset (DA1), and wherein the second end (335B) of the second rib (360) is positioned on a first side of the centerline axis (CA2) at an offset (DA2).

8. The footrest (132) as claimed in claim 4, wherein the second end (335A) of the first rib (358) is positioned on a second side of the centerline axis (CA1 ) at an offset (DA1), and wherein the second end (335B) of the second rib (360) is positioned on a second side of the centerline axis (CA2) at an offset (DA2).

9. The footrest (132) as claimed in any one of claims 5 to 8, comprising one or more first extendable members (337) extending along the main body (350) and connecting to the first rib (358), the one or more first extendable members (337) comprising: a first proximal end (339A) joining at the first rib (358), a first baseline axis (BA1) passing through the first proximal end (339A) substantially orthogonally to the base member (304) and along the main body (350), and a first distal end (341 A) positioned at an offset (PA1) from the first baseline axis (BA1).

10. The footrest (132) as claimed in any one of claims 5 to 8, comprising one or more second extendable members (343) extending along the main body(350) and connecting to the second rib (360), the one or more second extendable members (343) comprising: a second proximal end (339B) joining at the second rib (360), a second baseline axis (BA2) passing through the second proximal end (339B) substantially orthogonally to the base member (304) and along the main body (350), and a second distal end (341 B) positioned at an offset (PA2) from the second baseline axis (BA2).

11. The footrest (132) as claimed in claim 4, wherein the first rib (358) comprises: a first front sub-rib (364F); a first rear sub-rib (364R) in a space-apart relation to the first front subrib (364F); and at least one first bridge member (364M) connecting the first rear sub-rib (364R) to the first front sub-rib (364F).

12. The footrest (132) as claimed in claims 4, wherein the second rib (360) comprising: a second rear sub-rib (372R); a second front sub-rib (372 F) in a space-apart relation to the second rear sub-rib (372R); and at least one second bridge member (372M) connecting the second rear sub-rib (372R) to the second front sub-rib (372F).

13. The footrest as claimed in claim 4, wherein the base member (304) comprises: a first element (312) comprising a first wall (314) merged with the first rib (358) and a second wall (316) merged with the second rib (360); a second element (308) extending from the first wall (314); and a third element (310) extending from the second wall (316).

14. The footrest (132) as claimed in claim 1 , wherein the base member (304) is pivotally coupled to a support member (134) of the vehicle (100) and adapted to be positioned in a folded state (138) and an unfolded state (136), the support member (134) is configured to support the base member (304) to the body frame (201).

15. The footrest (132) as claimed in claim 14, comprising a stopper member (348) extending from the base member (304) and positioned opposite to the main body (350), wherein the stopper member (348) is adapted to come in contact with the support member (134) in the unfolded state (136).

16. The footrest (132) as claimed in claim 15, wherein the one or more ribs (358; 360) extend from the base member (304) and adapted to be located between a proximal end (377F) of the stopper member (348) and a distal end (377R) of the stopper member (348).

17. The footrest (132) as claimed in claim 14, wherein the support member (134) is one of a stay member of the vehicle (100) and a saree guard of the vehicle (100).

18. The footrest (132) as claimed in claim 14, wherein the base member (304) comprises: a bottom wall (326B); a first inner wall (326F) extending upwardly from one end of the bottom wall (326B); a second inner wall (326R) extending upwardly from another end of the bottom wall (326B); and a third inner wall (326L) extending upwardly from the bottom wall (326B), wherein the bottom wall (326B), the first inner wall (326 F), the second inner wall (326R), and the third inner wall (326L) collectively define a chamber (332) adapted to accommodate a coupling element (334) of the support member (134).

19. The footrest (132) as claimed in claim 2, wherein a ratio of a surface area of the one or more ribs (358;360) to a surface area of the first side (356) is in a range of 0.3 to 0.4.

20. The footrest (132) as claimed in claim 2, comprising an anti-slip provision (380) formed on the second side (354), at least one portion (381) of the anti-slip provision (380) overlaps the one or more ribs (358; 360).

21. The footrest (132) as claimed in claim 20, wherein the second side (354) of the main body (350) comprises a plain region (378) and a base surface (385), the plain region (378) and the anti-slip provision (380) protrude upwardly from the base surface (385), wherein the at least one portion (381) of the antislip provision (380) is configured with a concave profile at the base surface (385).

22. The footrest (132) as claimed in claim 20, wherein the anti-slip provision (380) protrudes upward from the base surface (385) to a first predetermined height (H1) and the plain region (378) protrudes upward from the main body (350) to a second predetermined height (H2), wherein the first predetermined height (H1 ) is substantially equal to the second predetermined height (H2).

23. The footrest (132) as claimed in claim 20, wherein the anti-slip provision (380) defines a pattern selected from a group consisting of line, cross, herringbone, grid, diamond, dot, rhombus, hexagonal, and curved.

24. footrest (132) as claimed in claim 20, comprising a peripheral wall (352) extending at least partially along a periphery of the first side (356), wherein at least another portion (383) of the anti-slip provision (380) overlaps the peripheral wall (352).

25. The footrest (132) as claimed in claim 24, wherein the peripheral wall (352) comprises a first peripheral side wall (371 A), a second peripheral side wall (371 B), and an intermediate peripheral side wall (371 C) connecting the first peripheral side wall (371A) to the second peripheral side wall (371 B), at least one of a thickness (TP) and a height (HP) of the peripheral wall (352) decreases from the first peripheral side wall (371 A) and the second peripheral side wall (371 B) towards the intermediate peripheral side wall (371 C).

26. The footrest (132) as claimed in claim 24, wherein a thickness (TP) of the peripheral wall (352) is more than a thickness (TM) of the main body (350).

27. The footrest (132) as claimed in claim 24, wherein the peripheral wall (352) comprises one of a cross-section: square, rectangular, trapezoidal, and curved.

28. The footrest (132) as claimed in claim 1 , wherein the one or more ribs (358; 360) have a profile selected from a group consisting of linear, angular, and curved.

29. The footrest (132) as claimed in claim 1 , wherein the base member (304), the main body (350), and the one or more ribs (358; 360) form a singlepiece structure.

30. The footrest (132) as claimed in claim 1 , wherein at least one of the base member (304), the main body (350), and the one or more ribs (358, 360) is made from at least one of a resin and a metal.

31. The footrest (132) as claimed in claim 1 , wherein at least one of the base member (304), the main body (350), and the one or more ribs (358; 360) is manufactured using one of a molding or casting process.

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