UNITED STATES PATENT AND TRADEMARK OFFICE
`
`
`Filed: October 24, 2016
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`BEFORE THE PATENT TRIAL AND APPEAL BOARD
`
`
`COSTCO WHOLESALE CORPORATION,
`Petitioner,
`
`v.
`
`ROBERT BOSCH LLC,
`Patent Owner.
`____________
`
`Case IPR2016-00041
`Patent 8,099,823
`
`DECLARATION OF DAVID PECK
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`
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`
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`Costco Exhibit 1100, p. 1
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`

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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`INTRODUCTION
`I.
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`I, David Peck, hereby declare the following:
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`1.
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`I have been asked by Petitioner Costco Wholesale Corporation to
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`review: (i) Patent Owner Robert Bosch LLC’s (“Bosch’s”) Responses to the
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`Petitions for Inter Partes Review, submitted in IPR2016-0034 (Paper No. 26);
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`IPR2016-0036 (Paper No. 28); IPR2016-0038 (Paper No. 28); IPR2016-0039
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`(Paper No. 31); IPR2016-00040 (Paper No. 28); IPR2016-00041 (Paper No. 32)
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`(collectively, the “Responses”); (ii) the patents at issue in each of the six
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`proceedings, respectively: U.S. Patent Nos. 6,973,698 (the “’698 Patent”),
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`6,944,905 (the “’905 Patent”), 6,292,974 (the “’974 Patent”), 7,228,588 (the “’588
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`Patent”), 7,484,264 (the “’264 Patent”), and 8,099,823 (the “’823 Patent”)
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`(collectively, the “Bosch Patents”); and, (iii) the Declaration of Mr. Martin
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`Kashnowski, which I understand was submitted by Patent Owner as Exhibit 2007
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`to the Responses.
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`2.
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`I am currently employed as an Advanced Technology Subject Matter
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`Expert by Mahindra North American Technical Center, Inc. in Troy, Michigan.
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`3.
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`From April 1997 through July 2013, I was employed as a Manager of
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`Advanced Products and Processes Research and Development by Trico Products,
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`Inc. (“Trico”). As part of my responsibilities at Trico, I worked on advanced wiper
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`projects, including an advanced direct drive wiper motor and the Innovision
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`2
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`Costco Exhibit 1100, p. 2
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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`windshield wiper product. During part of my tenure at Trico, I also managed the
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`test and materials laboratories.
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`4.
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`In my present position, I continue to provide engineering consultation
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`services relating to wiper systems. A copy of my curriculum vitae is attached
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`hereto as Appendix A.
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`II. DESIGN AND MANUFACTURE OF FLAT-SPRING WIPERS
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`5. While at Trico, in the course of my employment, I became familiar
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`with the windshield wiper product design and development process.
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`6.
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`It is my opinion that there are numerous technical aspects that are
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`accounted for in design and manufacture, all of which contribute to an ultimate
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`commercial product. None of the Bosch Patents describe or disclose the
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`engineering or manufacturing methods that would be required to develop a
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`commercially successful windshield wiper.
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`7.
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`By no later than 1997, development of flat-spring wipers would begin
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`with a generalized design. Preliminary choices such as material and sizing would
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`be made first. If a flat-spring wiper was to have a spoiler to, for example,
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`counteract wind-lift, its geometry would have to be determined before calculating
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`the flat-spring’s required curvature.
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`8.
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`By no later than 1997, it was the practice at Trico to design a spoiler
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`in three stages. First, we would model a spoiler cross-section using commercially
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`3
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`Costco Exhibit 1100, p. 3
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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`available Computational Fluid Dynamics (“CFD”) software such as FLUENT or
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`EXA. These computer programs were capable of predicting forces imparted to a
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`structure by impinging airflow and eddy currents produced in its wake. We would
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`choose as a spoiler cross-section in the first instance an arbitrarily sloped triangle
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`that was approximately as tall as the entirety of the structure below it (i.e. the wiper
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`and wiping element). A CFD simulation would yield the pressures (or suctions)
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`applied to the various faces of the wiper structure caused by the airflow, the
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`maximum of which would occur at a wipe angle position of approximately 45-
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`degrees. We would then vary the curvature, slope, and height of the spoiler until
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`we were satisfied with the wiper’s performance. The goal was to maximize the
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`velocity at which the wiper would lift from the glass—in many cases around 120
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`miles per hour. Second, we would build a prototype and road test it to confirm the
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`CFD predictions generally. Third, because laboratory testing is very expensive, we
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`would take actual wind-lift force measurements in a wind-tunnel at various speeds
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`and angles of wipe to ensure the general design met functionality requirements.1
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`1 Trico’s internal requirements were a composite of those of various vehicle
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`manufacturers. These covered everything from minimum duty cycles, to wipe
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`quality across temperatures, to maximum vehicle speed without lift, etc.
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`4
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`Costco Exhibit 1100, p. 4
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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
` Once the general design of a flat-spring wiper was complete, the next
`9.
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`step would be to determine the appropriate curvature of the flat blade. This step
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`would begin with the windshield. For aftermarket wipers, a composite, or
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`generalized windshield approximating several similar vehicle models, would be
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`used. After scanning the windshields, a singular, representative curvature profile
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`would be created.
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`10. A designer would then seek to conform the wiper blade to this
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`composite profile for a desired force-intensity distribution. The ’698 Patent, for
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`example, illustrates some possible variations. See ’698 Patent, figs. 5–7. Using
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`elementary beam equations, it would be possible to calculate the curvature required
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`to yield the chosen force distribution. Commercially available, iterative-analysis
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`computer programs, such as finite-element-analysis (“FEA”) programs, which
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`applied those equations efficiently, were available from at least as early as 1997.
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`Since 1997, Trico utilized VariFlex—a custom computer program created by
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`Adriaan Swanepoel and used by him for some time prior to 1997—which enabled
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`such calculations to be made very quickly and to account for a greater complexity
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`of geometries, such as the taper-taper design (discussed below).
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`11. Any method that can determine which geometry will yield a particular
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`force profile when pressed against a surface is equally capable of accounting for
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`non-metal components, such as a rubber wiping strip or superstructure. In fact, by
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`5
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`Costco Exhibit 1100, p. 5
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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`no later than 1997, the VariFlex program was capable of determining the proper
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`geometry for a flat-spring wiper with or without a spoiler attached. As long as a
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`designer knew the properties of the materials to be used, the program could adjust
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`the output accordingly. In other words, a wiper designer in 1997 would find it
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`equally simple to run the calculation for a flat-spring wiper alone as it would to run
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`the calculation for a flat-spring wiper with an attached spoiler. By no later than
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`1997, designers were quite capable of combining flat-spring wipers with spoilers
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`and accounting for any effect the structure would have had on wiper’s curvature.
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`12. Once a final geometry was selected, there were several manufacturing
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`methods that could have been employed, all of which were available because the
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`bending process was independent from the geometry selection process. The first
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`process, which I am familiar with based on my personal experience at Trico, is
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`known as temper-quench-bending (“TQB”) and used ceramic-quartz molds of the
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`desired shape to precisely heat and quench the beams. This process was used for
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`the Trico Innovision Wiper (discussed in detail below), and was fairly advanced in
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`1997. A second process, known as far back as the late 1980s, used steel strip stock
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`fed between three rollers—two on one side and one on the other. In this this
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`process, known as Computer Numerical Controlled, three-roller bending (“CNC
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`bending”), a computer varies the distance among the rollers as the steel travels
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`through to result in a particular bend. A third option (never implemented, as far as I
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`6
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`Costco Exhibit 1100, p. 6
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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`know, but available since the industrial revolution) would have been to press-form
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`a beam in a form-die.
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`13. By no later than 1997, the production of a flat-spring wipers entailed
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`numerous steps requiring design, computer simulation, testing (both road and
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`laboratory), and engineering know-how. However, none of the Bosch Patents
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`explain how Bosch designed, manufactured, or imparted curvature to its original
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`flat-spring wiper products. Nor do any of the Bosch Patents even hint at how to
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`engineer a successful flat-spring wiper. Furthermore, I have no knowledge of the
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`means by which Bosch would have determined the appropriate geometry for a
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`given design (i.e., whether they used CFD for wind-lift, FEA for curvature, or
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`other computer programs), but I believe that any capable designer at the time
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`would have had access to and used a similar iterative-design method.
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`III. THE TRICO INNOVISION PRODUCT
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`14. While at Trico, I personally participated
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`in
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`the design and
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`development of Trico’s Innovision aftermarket wiper blade product (the
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`“Innovision Wiper”) and the production lines used to manufacture it. The
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`Innovision Wiper had a tapered-width, tapered-thickness, variable-curvature flat-
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`spring support structure that was made by running ribbon coil steel through a
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`tapered rolling mill and laser-cutting it (a “taper-taper” design). It did not have end
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`caps because the wiping element was glued to the support structure.
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`7
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`Costco Exhibit 1100, p. 7
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`

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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`15. Contrary to Mr. Kashnowski’s opinion, the Trico Innovision Wiper
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`did not “fail[] in the marketplace.” Ex. 2007 ¶ 7. In fact, it was a success. Trico
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`launched the Innovision Wiper in 2004 and within a year was unable to meet its
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`customers’ supply demands. Large orders placed by distributors in early 2005
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`forced Trico to increase its manufacturing capacity in its Brownsville, Texas and
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`Matamoros, Mexico plants, including by adding extra shifts on the factory floor.
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`Much of the demand came from NAPA, a U.S. retailer, and Canadian Tire, an
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`automotive products retailer based in Canada. In my experience, demand this high
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`constitutes a success.
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`IV. TESTING AND NOISE PERFORMANCE OF WIPERS
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`16. From 1997 to 2002, I directly participated in the design and
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`development of Trico’s flat-spring wiper products. I tracked the progress of the
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`flat-spring wiper projects through the duration of my employment at Trico
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`concluding in 2013.
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`17.
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`It is my opinion that there are numerous technical aspects that are
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`accounted for in design, all of which contribute to an ultimate commercial product.
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`This is true at least as far back as 1997. None of the Bosch Patents describe or
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`disclose the testing that would be required to develop a commercially successful
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`flat-spring wiper.
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`8
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`Costco Exhibit 1100, p. 8
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`

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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`I am not surprised that Mr. Kashnowski writes that the Bosch
`18.
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`Aerotwin and Icon wiper products were “tested . . . extensively” for, among other
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`things, “noise.” Ex. 2007 ¶ 6. As of at least 1997, Trico’s aftermarket wiper
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`products were routinely and comprehensively tested before their market release.
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`However, this sort of testing is usually performed in artificially quiet conditions.
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`Testing in a wind tunnel is usually conducted with a vehicle’s engine powered off,
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`and without road noise, air conditioning or radio. Microphones are fitted to
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`dummies inside the vehicle that do not distinguish among the various noise
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`contributions. While such testing is typically “extensive,” its purpose is to provide
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`a vehicle that is quiet overall. Furthermore, tests directed to mechanical wiper
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`noise specifically are conducted in a windless, anechoic chamber (i.e. sound-proof
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`room). I doubt that there would be any way to attribute the “customer demand”
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`(Ex. 2007 ¶ 6) to the noise testing routinely conducted on aftermarket wiper
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`products.
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`19. Mr. Kashnowski states that the Aerotwin and Icon wiper products
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`were “quiet in operation” when they reversed direction, and suggests that the result
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`was “great customer demand” for these products. Ex. 2007 ¶ 6. Through the course
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`of my employment at Trico, I became familiar with the sources of noise associated
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`with wiper operation. Wiper noise during general operation is a function of many
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`technical factors including: the design of the motor, the design of the motor linkage
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`9
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`Costco Exhibit 1100, p. 9
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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`clearances, the rubber selection of the wiping element, and the tendency of the
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`wiper to enter a failed wiping mode (e.g., chatter), among others. It is difficult to
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`pinpoint any one factor as the reason a wiper is, or is not, quiet in operation, as all
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`of the factors influence noise level. It has been my experience that among the most
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`important and prominent factors is whether a reversing motor is used; a reversing
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`motor substantially decreases the noise associated with wiper blade reversal.
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`20. Wiper noise that occurs specifically when “the wiper strip flips from
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`one side to the other” (Ex. 2007 ¶ 6) is also influenced by many technical factors.
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`In particular, the clearances in the connection at the coupler between a wiper and
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`arm, as well as between the various parts of a wiper, arm, and linkages can cause
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`noise as the wiper reverses. Also, electronically adjusting the speed of the wiper
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`before reversal can have a tremendous impact on reversal noise.
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`21. One of the most important sources of noise—and the one most
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`important to customers—is a blade reversal failure. Wiping elements must
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`typically perform at an angle of 45 ± 5 degrees relative to the windshield. Thus,
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`proper reversal requires the element to flip over 90 degrees. If a wiping element
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`does not flip over during reversal (usually on the down stroke), the blade may
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`make a distinctive chattering noise and will jump along the windshield, preventing
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`it from properly clearing the glass. This failure to reverse can be caused by many
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`factors, including improper wiper material selection and excessive pressure against
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`10
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`Costco Exhibit 1100, p. 10
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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`the glass. Under such circumstances, the rubber wiping element can develop a
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`permanent set and become biased more than the 5-degree tolerance required of it.
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`22.
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`In my experience, reducing noise in the operation of a wiper blade
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`product requires evaluating and addressing all the sources of noise. It would be
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`very difficult to prove that any one of the multitude of factors is responsible for a
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`wiper being “quiet in operation.”
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`23. One source of wiper noise that has been uniformly ignored since at
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`least 1997 is that caused by wind. The wind noise attributable to the more
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`obtrusive vehicle components, such as rear-view mirrors, far exceeds the noise
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`attributable to any wiper structure. In fact, mechanical wiper noise is generally
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`tested in an anechoic chamber—completely ignoring any wind noise for the
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`purposes of noise testing. Further, when the wipers are in the parked position
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`(where they spend most of their time) they experience the lowest effects from wind
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`because of deflection by a vehicle’s hood. I would be very surprised if anyone
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`could notice wind noise attributable to wipers given all of the other more
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`substantial contributions.
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`24. The Bosch Patents’ attribution of wiper noise to more than one source
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`is consistent with my experience that noise in wiper operation is attributable to a
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`variety of sources. While the ’698 Patent attempts to reduce reversing noise by
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`changing the pressure distribution along the length of the blade (’698 Patent, 1:57–
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`11
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`Costco Exhibit 1100, p. 11
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`

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`Case IPR2016-00041
`DECLARATION OF DAVID PECK
`2:4), the ’974 Patent suggests that the addition of a spoiler could reduce
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`“undesirable noise buildup,” from “friction” (’974 Patent, 1:41–52). I note,
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`however, that in the ’974 Patent the specific source of noise is not identified and,
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`as discussed above, wiper wind-noise is generally ignored by designers.
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`25. On the other hand, none of the disclosures of the ’905, ’588, ’264, and
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`’823 Patents, discuss (or even mention) noise or the methods of reducing it. Upon
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`review of these four patents, it is my opinion that the claimed subject matter is not
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`directed to a wiper that will be “quiet in operation.”
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`26. As I’ve discussed, prior to 1997, a person with my experience would
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`have understood how to design a wiper that is quiet in operation based on the
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`factors that were known to influence wiper noise; that knowledge is not a result of
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`the disclosures of the ’905, ’588, ’264, and ’823 Patents, nor is it attributable to the
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`features they claim. Therefore, it cannot be the case that consumer demand for
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`quiet wipers is related solely—or even marginally—to the features described in
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`any or each of these four patents. In other words, any success that the Aerotwin or
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`Icon products enjoyed was the product of engineering, testing, and design that is
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`not described in the Bosch Patents.
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`V. CONCLUSION
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`27.
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` I reserve the right to elaborate and/or amend the opinions expressed
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`herein in response to positions taken by or on behalf of Robert Bosch LLC. To
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`12
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`Costco Exhibit 1100, p. 12
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`

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`Case IPR2016-00041
`
`DECLARATION or DAVID PECK
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`amplify what
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`is stated above, where necessary, and especially in view of
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`information not presently known to me, I reserve the right to supplement and/or
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`amend this declaration should additional information be brought to my attention
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`during the course of this proceeding. It is my understanding that Bosch may not
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`submit any new information in this proceeding, but
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`in the event
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`that my
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`reserve those same rights.
`understanding is incorrect,
`28.
`I understand [that
`this declaration will be filed as evidence in a
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`contested case before the Patent Trial and Appeal Board of the United States Patent
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`and Trademark Office. I acknowledge that I may be subject to cross~examination
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`in the case and that cross-examination will take place within the United States. If
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`cross-examination is required of me, I will appear for cross-examination within the
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`United States during the time allotted for cross-examination.
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`29.
`
`I declare further
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`that all
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`statements made herein of my own
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`knowledge are true and that all statements made on information and belief are
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`believed to be true.
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`1, DAVID PECK, hereby declare under the penalty of perjury that the foregoing is
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`true and correct.
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`Datedzfiuaféz Z0/6
`
`David Peck
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`Costco Exhibit 1100, p. 13
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`

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`
`
`APPENDIX A
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`APPENDIX A
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`Costco Exhibit 1100, p. 14
`
`

`
`David E. Peck
`1349 Kingspath Dr.
`Rochester Hills, Mich. 48306
`(248) 370-9116 (Home)
`(248) 396-1844 (Cell)
`davidepeck@comcast.net
`
`
`
`
`Innovative problem solver with a proven track record of new product development & field problem
`resolution
`
` Highly experienced in managing engineers, designers & technicians to build a goal oriented team
`
` Strong understanding of manufacturing & processes; & how they relate to new products
`
` Ability to work with scientists by finding & defining the commercialization path to new product
`opportunities
`
`
`
`EDUCATION
`
`Detroit Institute of Technology
`Detroit, Michigan
`Bachelor of Science in Mechanical Engineering
`
`Wayne State University
`Detroit, Michigan
`Post-Graduate Courses
`Plates & Shells Analysis, Advanced Calculus, Vehicle / Advanced Vehicle Dynamic & Collision Analysis
`
`Seminars / Training
`
`Ethics (instructors Training & Instructor), Basic Supervisors Training, Manage the Manager, World Class
`Management, Senior Engineering Executive Development Program, Finance for the Non-Financial
`Manager, OPC / SPC, Quality Functional Deployment, Total Quality Management, ISO/QS-9000, Jit,
`Kaizen Gemba, Kanban, Poka Yoke, Lean Manufacturing, Lean Cell, Design for Six Sigma & Public
`Speaking
` 
`
`
`
`
`
`July 16, 2013 – Present
`
`
`
`EMPLOYMENT EXPERIENCE
`Mahindra North American Technical Center
`
`Advanced Technology Subject Matter Expert
`
`Responsible for hydraulic brake systems; rear drive axles; & advanced electric motor design
`
`Supported Mahindra genZe in designing a 2 wheel EV Scooter for the systems battery chargers; battery
`management system; chassis; rear suspensions; front fork; & the adjustable seat systems
`
`TRICO Products Corporation
`
`Manager Advanced Product & Process, R & D
`
`Responsibility is managing the R&D Dept. Past responsibility were managing the Test Lab; Materials Lab;
`
` 1997 – July 2013
`
`Rochester Hills, Mich.Tem;
`
`Warranty; and Document Control Departments. Current R&D project, are for advanced wiper blade
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`development & a direct drive wiper motor concept. The wiper blade project is in the process of building a
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`radically new wiper blade product, on a new custom designed production line. The production line uses
`
`
`
`Costco Exhibit 1100, p. 15
`
`

`
`
`
`2
`
`state of the art manufacturing methods, which includes a rolling mill that makes a long thin taper
`
`thickness metal beam, a twin beam cutting solid state diode pumped laser w / fiber optic delivery & a
`
`direct diode laser thermal forming. The line employs a continuous flow concept that is totally software
`
`controlled w / o any hard tools (“virtual tooling”) & started production in March 2002. The motor is a DC
`
`Brushless motor with a planetary gear & on motor electronics. The Direct Drive is currently being
`
`developed for Hyundai & VW, with production scheduled for MY 2011. Other potential applications for the
`
`technology include radiator fans, water pumps, oil pumps, window lifts & etc. Currently working on the
`
`organizing committee for USAutoPARTs, a newly formed pre competitive technology transfer center to
`
`commercialize technologies from the US National Labs for Tier Suppliers to the automotive industry.
`
`TEAM Resources, Incorporated
`
`Consultant
`
`
`1995–1997
`
` Auburn Hills, Mich.
`
`Work with various Tier 1 & 2 automotive suppliers. Current projects include seat mechanisms, wiper /
`
`door systems. Primarily worked on solving various design / manufacturing problems at Johnson Controls
`
`for various seat systems. This involved working with suppliers, the JCI Mechanism/Seat Complete
`
`Groups, Ford Motor Co (PN96, UN93, UN173 & VN127) & Chrysler Corp (JX27). The projects required
`
`working with fine blanking, conventional stamping, automatic assembly w / poka yoke, investment
`
`casting, semi solid injection molded aluminum & injection molded powered metal.
`
`Rockwell International, Automotive Operations
`Chief Eng. Applied Research
`Automotive
`
`1986–1995 Troy, Mich.
`
`Eng. Mgr. Driving Axles
`
`On Hwy. Axles
`
`1982–1985 Troy, Mich.
`
`Mgr. Product Planning & Value Analysis
`
`Brake Div
`
`1980–1982 Troy, Mich.
`
`Mgr. Eng. & Quality Control
`
`Supervisor Brake Eng.
`
`Supervisor, Product Eng. & Specs
`
`
`Brake Div
`
`Brake Div
`
`1979–1980 W. Germany
`
`1977–1979 Troy, Mich.
`
`Trailer Axle Div
`
`1975–1977 Kenton, Ohio
`
`Managed the research department from 1986 to early 1995 for both light and heavy vehicle groups. The
`
`total worldwide sale for these groups in 1995 was $ 3.1 Billion.
`
`Organized, funded and ran various technology transfer projects from Rockwell and non-Rockwell
`
`aerospace organizations to assess the impact of technology synergism’s on products and manufacturing
`
`
`
`Costco Exhibit 1100, p. 16
`
`

`
`
`
`3
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`methods. Managed various programs that required strong problem solving skills for research projects,
`
`field performance issues and safety concerns.
`
` Brakes–disc / drum (air & hydr), ABS (air), vehicle proportioning (air & hydr) & Brake-by-Wire
`
` Body components–advanced door latches, seat mechanisms and sunroofs
`
` Power trains–clutches, man/auto trans, hubs, drums, rotors, wheels, and single / tandem drive axles
`
` Plastics–injection molded, compression molded (valve cover) & mold fab from 3-D models
`
` Lasers–cutting, welding, heat treating, surface alloying & direct metal deposition
`
`Rockwell Engineer of the Year 1982 – Total Cost Reduction for Axle Housing Design and Manufacture
`
`Franklin University, Columbus, Ohio
`
`1976–1977
`
`Part-time College Instructor–Machine Design A & B
`
`Ford Motor Company, Truck Operations
`
`1971–1975
`
`Engineer–tandem and single axle suspensions, hydraulic brakes, steering and front non-drive axles
`
`Eaton Corporation, Spring and Stamping Division
`
`1969–1971
`
`Engineer / Designer–hot & cold coil springs, bumper guards, filler necks, radiator/gas caps
`
`ASECO Incorporated
`
`1967–1969
`
`Cost Estimator / Purchasing Agent – car doors, Quarter panels and military utility/water tank trailers
`
`Field Performance Issues and Safety Investigations
`
`1971–Present
`
`Heavy truck steering column, motor home brake pedal package, medium truck front axle suspension
`
`bracket, heavy truck 4 spring suspension, school bus axle brake flange, various medium/heavy/school
`
`bus axle spindle welds, transit coach brakes (service/parking), European truck/transit coach brakes, India
`
`truck drive axle, Brazilian drive axle, Australian truck drive axle suspension bracket, truck tandem drive
`
`axle input shaft, various truck/transit coach drive axle suspension brackets, off highway drive axle
`
`carriers, off highway disc brake, mass transit transom arm, various seat recliners and seat tracks. Legal
`
`cases including: 3 heavy truck accidents, air brake dryer quality, aircraft disc brake quality, air actuated
`
`disc brake patent infringement/buss fire & 2 seat belt investigations.
`
`
`
`
`
`
`
`Costco Exhibit 1100, p. 17
`
`

`
`
`
`
`
`PATENTS
`
`Brake Shoe
`
`Method of Manufacturing a Drive Axle Housing
`
`Drive Axle Housing Blank
`
`Modified Fast Fade Drive Axle Housing
`
`Modified Fast Fade Drive Axle Housing
`
`Diametrical Runout Reducer for Rotating Shaft
`
`Unitary Rotational Speed Sensor
`
`4
`
`4,209,084
`
`June 1980
`
`4,756,466
`
`July 1988
`
`4,760,755
`
`Aug 1988
`
`4,841,802
`
`June 1989
`
`4,921,159
`
`May 1990
`
`5,107,158
`
`Apr 1992
`
`5,111,098
`
`May 1992
`
`Antilock Brake System and Method Incorporating a Pressure Feedback
`
`5,171,069
`
`Dec 1992
`
`Wheel Speed for Drive Axles
`
`Diametrical Runout Reducer for Driving a Rotary Sensor
`
`Safety Edge Switch for Detection of Obstructions Encountered by Moving
`Object
`
`5,223,760
`
`5,252,872
`
`5,296,658
`
`June 1993
`Oct 1993
`Mar 1994
`
`Method & Apparatus for Flexible Manufacturing a Discrete Curved
`Product from Feed Stock
`
`6,622,540
`
`Sept 2003
`
`Method & Apparatus for Flexible Manufacturing a Discrete Curved
`Product from Feed Stock
`
`6,813,923
`
` Nov 2004
`
`Direct Drive Wiper System Motor
`
`6,944,906
`
`7,171,718
`
`7,389,561
`
`7,392,565
`
`7,676,880
`
`Sept 2005
`
`Feb 2007
`
`June 2008
`
`July 2008
`
`Mar 2010
`
`
`
`Two patents pending on Disc Brake Rotor Design & Styling
`
`
`
`PROFESSIONAL ORGANIZATIONS / PUBLICATIONS
`
`Member of the SAE Functional Safety Committee; Chassis Controls Committee; & Functional Hybrid
`
`J2954 Task Force. NHTSA, a Vehicle Safety Forum composed of knowledgeable and critically thinking
`
`individuals who are willing to identify, critique, and debate vehicular safety issues and concerns. Member
`
`of SAE (The Engineering Society for the Advancing Mobility Land, Sea, Air and Space), SAE Anti-Lock
`
`Brake Sub-Committee Member (1987-1990), SAE Exposition Presenter on Brake Drum Structural
`
`Integrity for Heavy Trucks (1981); member of Laser Institute of America; Truck Maintenance Council
`
`Presenter on Anti-Locks Impact on Life Cycle Costs (1989); published 2 Papers / made 2 Presentations
`
`on a Flexible with Taper Thickness, Tapered Width & Curved Beam Manufacture at ICALEO
`
`
`
`Costco Exhibit 1100, p. 18
`
`

`
`
`
`5
`
`(International Congress on Applications of Lasers & Electro-Optics) 2000/2001 Conferences; & quoted in
`
`an article in Photonics magazine May 2002; Article in Industrial Laser Solutions for Manufacturing Oct
`
`2002; Article in Automotive Engineering February 2003; & a paper / presentation was at the GPC 2003,
`
`ALAC 2004 & ICALEO 2004; quoted in an article in Engineering Casting Solutions March 2005; Finalist
`
`for 2006 PACE Award for Product Innovation - Direct Drive Wiper Motor.
`
`References Upon Request
`
`
`
`
`
`
`
`Costco Exhibit 1100, p. 19