Aeroquip Corp. v. United States

37 Fed. Cl. 139, 43 U.S.P.Q. 2d (BNA) 1503, 1997 U.S. Claims LEXIS 14, 1997 WL 21277
CourtUnited States Court of Federal Claims
DecidedJanuary 10, 1997
DocketNo. 95-15C
StatusPublished

This text of 37 Fed. Cl. 139 (Aeroquip Corp. v. United States) is published on Counsel Stack Legal Research, covering United States Court of Federal Claims primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Aeroquip Corp. v. United States, 37 Fed. Cl. 139, 43 U.S.P.Q. 2d (BNA) 1503, 1997 U.S. Claims LEXIS 14, 1997 WL 21277 (uscfc 1997).

Opinion

OPINION

FUTEY, Judge!

This patent infringement case is before the court on cross-motions for summary judgment. Plaintiff asserts that a fuel coupling used by defendant and manufactured by a third-party defendant literally infringes plaintiffs patent rights. Alternatively, plaintiff argues that the accused coupling infringes under the doctrine of equivalents. The third-party defendant contends that its coupling does not infringe upon plaintiffs patent rights in any way. Plaintiff and the third-party defendant agree that there are no genuine issues of material fact and each claims entitlement to judgment as a matter of law.

Factual Background

A. Background of Patented Invention

As part of a system for refueling military aircraft, defendant, the United States, uses coupling devices for connecting fuel hoses. As late as 1992, plaintiff, Aeroquip Corporation, acted as the sole source of these couplings. A single coupling from plaintiff is formed by a connection of two identical (sexless) units, each attached to the ends of hoses. In the current commercial embodiment, each unit has a pair of metal projections, or lugs, that extend from the unit’s body.1 Each unit also has a circular groove designed to receive the lugs from another unit.2 The connection of two units is initiated by guiding the lugs of each unit into the corresponding groove of the opposite unit. Each groove includes enlarged access areas [141]*141to receive the other unit’s lugs.3 After this has occurred, the connection is completed by rotating the units against each other, thereby sliding the lugs through the grooves. Eventually, the lugs of one unit contact the lugs of the other unit, preventing further rotation of the units. Once the lugs slide past the enlarged access areas, they cannot be withdrawn from the grooves unless the units are rotated in the opposite direction.

In order to regulate the flow of fluids through the coupling, each unit contains a ball valve.4 This valve is spherical in shape with a bore running through the diameter. A handle on the outside of the unit is used to rotate the ball valve to the “open” position, where the bore is aligned with the hose. From this position, turning the handle ninety degrees rotates the ball valve ninety degrees and blocks the flow of fluid as a result. Thus, in order for the fluid to flow through a coupling, the valves of both units must be in the open position.

Given the distractions that may occur during the refueling of military aircraft, there is a risk that operators may open the valves before the units are completely connected. Another risk is that the units may be disconnected before the valves are closed. These circumstances would allow fuel to spill and endanger military personnel. To prevent such occurrences, plaintiff developed a safety mechanism built into the coupling. Plaintiffs commercial embodiment of this safety mechanism is comprised of a detent pin and recess housed in each unit.5 While a unit’s valve is closed, the detent pin remains within the body of the unit. The movement of the valve and the detent pin are connected through the use of a cam so that opening the valve causes the detent pin to extend forward from the unit.6 Thus, assuming two units are completely coupled, each unit’s detent pin will be aligned with the opposite unit’s recess and, as the valve is opened, the detent pins extend into the recesses. If, however, the units are only partially coupled, the pins and recesses will be out of alignment and extension of each pin will be blocked by the body of the opposite unit. Because movement of the valve is dependent upon movement of the pin, blocking the extension of the pin necessarily blocks the opening of the valve. Under this design, the valves cannot open until the units have been fully connected.

Once the units are fully connected and the valves are open, the detent pins extend into the opposing units’ recesses and prevent the two units from rotating against each other and disconnecting. Closing the valves, however, retracts the pins. Only then can the units be disconnected. Thus, as a further feature of this detent/recess design, the units cannot be disconnected until both valves are closed. This embodiment is described in United States Patent No. 4,483,779 (’779 patent), issued on March 27, 1984. The inventor, Alan R. Allread, is an employee of plaintiff.

As early as 1988, defendant sought alternate sources for couplings that were compatible with plaintiffs product. On at least one occasion, plaintiff informed a potential supplier that such couplings would be covered by plaintiffs patent rights.7 Ultimately, however, defendant obtained couplings from two other companies — Engineered Air Systems, Inc. (EASI) and Lear Astronies Corp. (Lear). These two companies obtained their couplings from the J.C. Carter Company (JCC).

B. Background of Accused Device

In 1992, JCC began attempts to develop a sexless ball valve coupling that would be compatible with plaintiffs couplings yet would not infringe plaintiffs ’779 patent. Like plaintiffs coupling, JCC’s coupling is comprised of two identical units connected by inserting each unit’s lugs into the opposite unit’s groove and rotating the two units against each other.8 Furthermore, each JCC [142]*142unit also uses a ball valve, which has an attached stem pin.9 The safety mechanisms that prevent fuel from spilling, however, are different from those found in plaintiffs commercial embodiment. Each JCC unit contains a spring-loaded “lock-out key.”10 Rather than extending the key out from the unit, the spring only partially extends the key into the unit’s own groove.11 During the initial connection process, the key is pushed inward by one of the opposing unit’s lugs.12 In this position, the key blocks the stem pin from rotating, which, in turn, prevents the ball valve from rotating. As the connection is completed by rotating the units against each other, the lug slides through the groove, past the key.13 Once the lug no longer depresses the key, the spring once again pushes the key partially into the groove. With the key in this extended position, the stem pin is no longer blocked and the valve may be opened. The interaction of the lug, key, and stem pin therefore prevent opening the valve until the units are connected.

Conversely, once the valve is rotated to the open position, the stem pin rotates so as to block the key from retracting.14 If disconnection is attempted, the lugs’ pathway through the recess is eventually blocked by the key. Rotating the valve closed, however, also rotates the stem pin to a position that allows the key to retract upon contact with the opposing lug.15 Thus, the units cannot be disconnected until both valves are closed.16

This ball valve coupling is also the subject of a patent — no. 5,332,001 — of which JCC is the assignee of patent rights. In the patent application, JCC cited plaintiffs ’779 patent. During prosecution, the primary examiner, who also had examined the ’779 patent twelve years earlier, initially rejected eight of JCC’s sixteen claims based on that patent.

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Bluebook (online)
37 Fed. Cl. 139, 43 U.S.P.Q. 2d (BNA) 1503, 1997 U.S. Claims LEXIS 14, 1997 WL 21277, Counsel Stack Legal Research, https://law.counselstack.com/opinion/aeroquip-corp-v-united-states-uscfc-1997.