Abstract: Exemplary methods of maximizing a spur-free dynamic range (SFDR) or a gain of an electro-absorption modulator (EAM) are disclosed. At least one parameter in a set of design parameters for an EAM is varied. An SFDR of the EAM is determined in part by a first set of design parameters. A gain of the EAM is determined in part by a second set of design parameters. An output versus bias voltage transfer curve of the EAM is generated. An optimal SFDR bias voltage at which a maximum SFDR occurs for a given optical input power or an optimal gain bias voltage at which a maximum gain occurs for a given optical input power is programmatically determined based at least in part on the transfer curve.

Abstract: An electronic ignition and engine management system with anti-lockup and anti-kickback features for use in an internal combustion marine engine wherein the engine's operating speed is measured and appropriate ignition advance timing values are determined from the operating speed. An ignition pulse is generated at the ignition advances unless the engine is in a startup mode, or below a predetermined startup threshold speed. During startup mode, ignition pulses are generated at or top dead center to avoid overadvanced firing conditions and thus prevent engine lockup and kickback.

Abstract: An improved engine ignition system for a marine engine or the like, which provides reliable start-up capability. The system provides two timing characteristics for discharging a capacitive discharge ignition, one of which is advanced relative to the other. The advanced timing is invoked at startup and is switched to regular timing in response to the engine temperature reaching a predetermined temperature from a temperature switch and also as a result of a circuit having a thermistor near the engine. The thermistor circuit may operate if the temperature switch does not, due to debris or the like preventing proper operation of a thermostat.

Abstract: A trigger system for spark-fired internal combustion engines includes a plurality of magnets mounted in a structure that rotates in a timed relationship with the engine. One magnet is provided for each cylinder in the engine. All of the magnets except one have the same pole face exposed to couple inductively with a sensing coil, while the remaining magnet has an exposed pole of opposite polarity. The sensing coil is doubly wound and the resulting two coils are connected in opposite senses. The outputs of the two coils are taken to a decoding unit which produces an output of one pulse per magnet. Those pulses are substantially identical, regardless of magnet polarity, and are used to fire the spark plugs at the appropriate times. The decoding unit also produces a unique pulse which identifies the magnet of opposite polarity. That pulse is used to identify a selected cylider in the engine, such as the No. 1 cylinder.