Massachusetts Institute of Technology v. Harman International Industries Inc.

530 F. Supp. 2d 369, 2007 U.S. Dist. LEXIS 95766, 2007 WL 4722315
CourtDistrict Court, D. Massachusetts
DecidedDecember 26, 2007
DocketCivil Action 05-10990-DPW
StatusPublished

This text of 530 F. Supp. 2d 369 (Massachusetts Institute of Technology v. Harman International Industries Inc.) is published on Counsel Stack Legal Research, covering District Court, D. Massachusetts primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Massachusetts Institute of Technology v. Harman International Industries Inc., 530 F. Supp. 2d 369, 2007 U.S. Dist. LEXIS 95766, 2007 WL 4722315 (D. Mass. 2007).

Opinion

*371 WOODLOCK, District Judge.

Electronic ORDER entered denying 132 Motion for Summary Judgment; adopting Report and Recommendations re 168 Report and Recommendations.; granting 169 Motion to Seal Document.

REPORT AND RECOMMENDATION ON DEFENDANT’S MOTION FOR SUMMARY JUDGMENT OF UN-ENFORCEABILITY DUE TO MIT’S ALLEGEDLY INEQUITABLE CONDUCT

DEIN, United States Magistrate Judge.

I. INTRODUCTION

The plaintiff, Massachusetts Institute of Technology (“MIT”), has brought this action against the defendant, Harman International Industries, Incorporated (“Har-man”), alleging that Harman has infringed its U.S. Patent No. 5,177,685, entitled “Automobile Navigation System Using Real Time Spoken Driving Instructions” (the “'685 patent” or the “Back Seat Driver patent”). This matter is presently before the court on Harman’s motion for summary judgment of unenforceability due to MIT’s allegedly inequitable conduct (Docket No. 132). Specifically, Harman asserts that the '685 patent is unenforceable because MIT (1) affirmatively misrepresented and concealed the availability of an inventor’s thesis more than a year prior to the patent application, and (2) intentionally withheld information and misled the Patent and Trademark Office (“PTO”) regarding public uses through test drivers using the Back Seat Driver system. For the reasons detailed herein, this court finds that there are material facts in dispute, as a result of which this court recommends to the District Judge to whom this case is assigned that Harman’s motion for summary judgment be DENIED.

II. STATEMENT OF FACTS 1

The following material facts are undisputed unless otherwise indicated.

In the late 1980s, Jim Davis, then a graduate student at MIT, worked in the MIT Media Lab under his faculty advisor, Chris Schmandt. (DF ¶ 1). Beginning in approximately April 1988, Davis and Schmandt worked on a project called the Back Seat Driver, which involved automobile navigation using spoken directions. (DF ¶2; DPF ¶4). This work led to Davis’ thesis for his doctorate degree, and eventually to the patent application filed on August 9, 1990. (PF ¶ 1; DF ¶3). The '685 patent for the Back Seat Driver was issued on January 5, 1993. (PF ¶ 1). This research for the Back Street Driver was funded by a subsidiary of NEC. (DF ¶ 4).

*372 The “Back Seat Driver” Field Trials

The Back Seat Driver was an automobile-based navigation system that provided spoken directions. (PF ¶ 5). As part of the project, Davis and Schmandt conducted test drives and field trials in the Boston area with a prototype system in which a cellular telephone keypad was used for interaction between the driver, the system, and a computer operating at the Media Lab. (PF ¶¶ 6-7). Although there is some dispute, it appears that either Davis or Schmandt was present in the car and maintained control over who used the research prototype during each of these trials. (See DPF ¶¶ 8-9). Among the test drive subjects were MIT undergraduate students, a Bell Labs employee, one or more NEC employees, and several General Motors employees. (See DF ¶ 42; PDF ¶ 42). These drivers did not sign confidentiality agreements. (DF ¶¶ 42-43). MIT contends, and Harman denies, that no confidentiality agreements were warranted for a number of reasons, including because “[t]he people who took test drives were obligated by ethical and academic considerations regarding the field trials.” (See PDF ¶ 42; DPDF ¶ 42).

Drivers who tested and reacted to the system’s spoken directions were not shown how the prototype worked other than what could be observed by sitting in the car. (PF ¶ 10; DPF ¶ 10). The invention was not visibly noticeable to members of the public outside of the car. (PDF ¶ 44). The drivers had no access to the MIT Media Lab, where parts of the claimed invention were operating. (See MIT Mem. (Docket No. 144) at 10; Pl.’s Ex. 5 at ¶ 9). The test drivers were not compensated for their participation and there was no expectation that the device would be available for personal use by the participants at the end of their testing. (See PF ¶ 12; DPF ¶ 12). When not in use, the vehicle was stored in an MIT garage with card access. (PF ¶ 11).

In a quarterly report by Davis and Schmandt to NEC, dated April 30, 1989, the authors stated that “The Back Seat Driver is working, and working well. We have made dozens of successful trips with it. From our experience, we have a good idea of what features should and should not be in the instructions.” (Def.’s Ex. 18 at 108). In their subsequent report to NEC covering the period May 1, 1989-July 31,1989, the inventors reported:

During this quarter we tested the Back Seat Driver on about 50 subjects. As a result of this testing we made many changes to the behavior of the Back Seat Driver. We also added new features that people asked for, and we redefined old features. We discovered new problems with cellular data transmissions, and made suggestions for how to overcome them. At the very end of the quarter we began using the NEC Vehicle Navigation System. It arrived so late that we have only a little experience with it.

(Def.’s Ex. 19 at 173).

At issue is whether these tests were sufficiently disclosed to the PTO. Thus, it is not disputed that the PTO had some knowledge of these test drives. For example, the patent itself discloses that test drives had taken place. It provides:

An actual working prototype of the Back Seat Driver has been implemented. It has successfully guided drivers unfamiliar with Cambridge, Mass, to their destinations. It is easy to foresee a practical implementation in the future.

(Pl.’s Ex. 1 at col. 3, 11. 4-8). MIT had referred to these test drives in correspondence with the PTO as well. (See Pl.’s Ex. 12 at 1101 (“We are evaluating the user interface by field trials”), PL’s Ex. 13 at 933 (“... we have a working system on the *373 road and are simultaneously conducting field trials ... ”), Pl.’s Ex. 14 at 459 and Pl.’s Ex. 15 at 938 (“The system has been running in prototype from since April 1989.”)). It is the adequacy of these disclosures to the PTO that is in dispute.

Jim Davis’ Thesis

The Back Seat Driver project was the subject of Jim Davis’ doctoral thesis. (DF ¶ 3; see Def.’s Ex. 2 at 111-276). The thesis was dated August 4, 1989, and sent to the MIT library for cataloging, where it was shelved on February 27, 1990. (DF ¶ 14; Pl.’s Ex. 8 at 113:5-9). It is undisputed that once the thesis was shelved in the library, it became available for public dissemination. (See DPF ¶ 47). MIT filed a patent application for the Back Seat Driver on August 9,1990. (DF ¶ 15).

Copies of Davis’ thesis were shared with certain individuals outside MIT before the patent application was submitted. Har-man contends, and MIT denies, that this dissemination constituted publication of the thesis.

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