Comparison of differential gain in single quantum well and bulk double heterostructure lasers

The differential gain in single quantum well and bulk double heterostructure lasers is compared. In variance with previous predictions, no differential gain enhancement is found in single quantum well structure lasers at room temperature. Only at low temperatures do the quantum well lasers possess higher differential gain than bulk double heterostructure lasers. The results have important implications in the area of high speed phenomena for these devices

A comparison of amplitude-phase coupling and linewidth enhancement in semiconductor quantum-well and bulk lasers

The amplitude-phase coupling factor α (linewidth enhancement factor) is compared for typical semiconductor quantum-well and bulk double heterostructure lasers. As a direct consequence of the reduction of the differential gain, there is no reduction of α in single-quantum-well lasers compared to bulk lasers. The number of quantum wells strongly affects the amplitude-phase coupling in quantum-well lasers. It is shown that the interband transition induced amplitude-phase coupling dominates that induced by the plasma effect of carriers in typical quantum-well lasers. By considering the spontaneous emission factor in the spectral linewidth, the authors show that there is an optimal number of quantum wells for achieving the narrowest spectral linewidth

Integrated optics technology study

The status and near term potential of materials and processes available for the fabrication of single mode integrated electro-optical components are discussed. Issues discussed are host material and orientation, waveguide formation, optical loss mechanisms, wavelength selection, polarization effects and control, laser to integrated optics coupling fiber optic waveguides to integrated optics coupling, sources, and detectors. Recommendations of the best materials, technology, and processes for fabrication of integrated optical components for communications and fiber gyro applications are given

Constraint Satisfaction with Counting Quantifiers

We initiate the study of constraint satisfaction problems (CSPs) in the presence of counting quantifiers, which may be seen as variants of CSPs in the mould of quantified CSPs (QCSPs). We show that a single counting quantifier strictly between exists^1:=exists and exists^n:=forall (the domain being of size n) already affords the maximal possible complexity of QCSPs (which have both exists and forall), being Pspace-complete for a suitably chosen template. Next, we focus on the complexity of subsets of counting quantifiers on clique and cycle templates. For cycles we give a full trichotomy -- all such problems are in L, NP-complete or Pspace-complete. For cliques we come close to a similar trichotomy, but one case remains outstanding. Afterwards, we consider the generalisation of CSPs in which we augment the extant quantifier exists^1:=exists with the quantifier exists^j (j not 1). Such a CSP is already NP-hard on non-bipartite graph templates. We explore the situation of this generalised CSP on bipartite templates, giving various conditions for both tractability and hardness -- culminating in a classification theorem for general graphs. Finally, we use counting quantifiers to solve the complexity of a concrete QCSP whose complexity was previously open

Towards Long-endurance Flight: Design and Implementation of a Variable-pitch Gasoline-engine Quadrotor

Majority of today's fixed-pitch, electric-power quadrotors have short flight endurance ($<$ 1 hour) which greatly limits their applications. This paper presents a design methodology for the construction of a long-endurance quadrotor using variable-pitch rotors and a gasoline-engine. The methodology consists of three aspects. Firstly, the rotor blades and gasoline engine are selected as a pair, so that sufficient lift can be comfortably provided by the engine. Secondly, drivetrain and airframe are designed. Major challenges include airframe vibration minimization and power transmission from one engine to four rotors while keeping alternate rotors contra-rotating. Lastly, a PD controller is tuned to facilitate preliminary flight tests. The methodology has been verified by the construction and successful flight of our gasoline quadrotor prototype, which is designed to have a flight time of 2 to 3 hours and a maximum take-off weight of 10 kg.Comment: 6 page