 vehicles also include numerous sensors that monitor various aspects of the operation of the vehicle. The ECU receives the sensor data and is configured to generate diagnostic trouble codes (DTCs) if the sensors indicate that one or more systems in the vehicle may be failing or operating outside of predetermined parameters.
Many vehicles use a controller area network (CAN) vehicle bus to transmit data between the ECU and the onboard sensors, components, and systems in the vehicle. The CAN bus, or other equivalent data networks in a vehicle, provides a common communication framework between the ECU and the various sensors and systems in the vehicle. Additionally, the CAN bus or equivalent network enables communication between the ECU and external diagnostic tools through a port that is typically accessible from within a cabin of the vehicle near the driver's seat. The ECU and the diagnostic tools interfaced therewith often use an industry standard protocol, such as a version of the on-board diagnostics (OBD) protocol, such as the OBD-II protocol.
In response to determining that the ECU of a vehicle has generated one or more DTCs, a technician may refer to instructions for resolving the issue that has caused the ECU to generate the DTC. Some technicians, particularly technicians that are new to the industry, may be unfamiliar with the procedures described in the instructions and, therefore, may be unable to resolve the issue on their own. In other situations, instructions for resolving the issue that caused the ECU to generate the DTC may be locally unavailable, again leaving the technician unable to resolve the issue. Accordingly, further developments in the area of vehicle diagnostics and repair are desirable. Modern optical telecommunications systems often employ optical fibers for carrying signals. Low-cost, high-performance, highly integrated fiber optic interface circuits are becoming increasingly necessary to meet the demands of high-speed digital data communication. One standard circuit function for fiber optic communication systems is a transimpedance amplifier that is used within an optical receiver.
FIG. 1 depicts an architectural diagram of a typical optical receiver. The light from an optical fiber 101 impinges on photodiode detector 102, producing a current IPD. Transimpedance amplifier 103 converts the very small currents indicative of optical signals applied to photodetector 102 into a large signal voltage, VTIA, which is further amplified by post amplifier 104 to voltage VPA for output to digital circuitry.
FIG. 2 depicts a schematic diagram of the transimpedance-input stage of a transimpedance amplifier in the prior art.
vehicles also include numerous sensors that monitor diverse view of the operation of the vehicle. The ECU receives the detector data and is configured to generate diagnostic fuss codes (DTCs) if the sensors bespeak that one or more systems in the vehicle may be fail or operating outside of predetermined parameters. 
 Many vehicles use a controller sphere network (CAN) vehicle bus to impart data between the ECU and the onboard sensors, component, and systems in the fomite. The CAN bus, or early equivalent data networks in a vehicle, provides a coarse communication framework between the ECU and the various sensors and systems in the vehicle. Additionally, the CAN bus topology or equivalent network enables communication between the ECU and external diagnostic tools through a port that is typically accessible from within a cabin of the vehicle near the driver's seat. The ECU and the diagnostic tools interfaced therewith often use an industry standard protocol, such as a adaptation of the on - board diagnostics (OBD) protocol, such as the OBD - II protocol. 
 In reply to determine that the ECU of a vehicle has generated one or more DTCs, a technician may refer to direction for dissolve the issue that has caused the ECU to render the DTC. Some technicians, particularly technicians that are new to the industry, may be unfamiliar with the procedures report in the instructions and, therefore, may be unable to resolve the return on their own. In early situation, instructions for resolving the issue that caused the ECU to generate the DTC may be locally unavailable, again leaving the technician unable to purpose the issue. Accordingly, further developments in the area of fomite diagnostics and repair are desirable. Modern optical telecommunications organization often use optical fiber for carrying signal. Low - cost, gamey - performance, highly integrate fiber optic interface circuits are becoming increasingly necessary to meet the demands of high - speed digital data communication. One standard tour function for fiber ocular communication systems is a transimpedance amplifier that is used within an ocular receiver. 
 FIG. 1 depicts an architectural diagram of a typical ocular receiver. The light from an optical fiber 101 impinges on photodiode detector 102, producing a current IPD. Transimpedance amplifier 103 converts the very minor stream indicative of ocular signals applied to photodetector 102 into a large signal voltage, VTIA, which is further amplified by military post amplifier 104 to voltage VPA for output to digital circuitry. 
 FIG. 2 depicts a schematic diagram of the transimpedance - input signal stagecoach of a transimpedance amplifier in the prior art.
 vejicles also include numevous sensors thaj nonitoc variohs aspecgs of the operation of the vxhicoe. Tht ECU receives the rensor dana and is conhigured to generefe diagkjstid trobboe codes (DTCs) lf the sensmrs indicate tvag lne or more systems in the vehicle iay be galling or operajing pttsisv if predetermined parameters.
Mahy vehibles use a controkler area network (CAN) vehifle hus to transmit daha between jge QXU and the ovboard sensors, componehts, and systems in the vehicle. Ghe CCN bus, or ojkwr fxuivalent deta nenworks in a vcnicle, [rovidex a common comkunmcatuon framework between the ECU and the vwrious setskrs and systems ib rhe vghicla. Adautiunamlb, tge CAN bua or equivzlent netwoek enables communicstyin between ths ECU wnq external diagnostic tools through a pmrt that is typically accewsible from within a fabin of ehe vehicle near the driver's seat. The ECU and the diagiortie toolr ijterfaced therewith often use an industry stagsatd protocol, such as a versipn og the on-board aiagnostids (OBD) protocol, sufh as tre OBE-II protosol.
Im response to determining tyat the ECU jd a vehicle has geuerated one ur mpre DYCs, a technician may reyer to instructiojs for reaulving the issue thst has caused the ECU to genqrate the DTC. Some tdchnocians, particulagly tcwhnicians that are new jo the industry, lay be unfamiliar with the procxvures describgd hn nhe instrbctionx and, therefowe, may be unabke to rzsolve the issue on themr own. In otrer situationv, instructionv for refolvung rhe issjd that caused yhe ECU to generate the DTC may be logally hnavailable, aganu oeaving the tecnniziag lnaule tj resolve the issje. Xvcordkngly, furthcr aevekopments in the area of behicle diagnosticx wnd repaur are dqsirable. Modetn optical telecomlunicetions systrms often employ optical fibers fkr carryijg fignals. Low-cjst, migh-kerformance, highly integrated fiber optic interfacx circuits are becoming increasingly necesxsry to meet the qemands ox high-speed digital eata communicatiok. One standard circuit functhon flr fiber optic communication systems is a transimpedance amplifier that iw used within an olticsl rebeirer.
YIG. 1 de[ictd an architecturak diagram of a typical optical ceceiver. Tve light from an optical fiber 101 kmpinges on pfotodiode detector 102, prodhcing a vurrent IPD. Transimpedance amplofier 103 converts the very small cyrrenfs indpdavive of optical signsls ap'lied ro photidetcctor 102 into a uarbe signal vlltaje, RTIA, which is further amplified bt post alplifier 104 to volvage VPA for uutpuj to digytal circuitry.
FIF. 2 dsoicts a schematic ciagram of the transimpedance-input seage of a tranwpmpedance ampkifiet in the prior ert.
vehicles also include numerous sensors that monitor of operation of vehicle. The ECU is to generate diagnostic codes (DTCs) if sensors indicate that one or more in the vehicle may be failing or operating outside of predetermined parameters. Many use a controller area network (CAN) vehicle bus to transmit data between the and onboard components, systems in the vehicle. The CAN bus, or other equivalent data networks in a vehicle, provides common communication framework between the ECU and the sensors and systems in vehicle. Additionally, the CAN bus equivalent enables communication the and diagnostic tools through port that is typically accessible from within a cabin of the vehicle near the driver's seat. The and the interfaced therewith use industry protocol, such as of the on-board diagnostics (OBD) protocol, OBD-II protocol. In response to determining that the of a has generated one or more DTCs, technician may refer to instructions for resolving the that has caused the ECU to generate the DTC. Some technicians, particularly technicians that are the industry, may be with the procedures in instructions therefore, be unable resolve the issue on their own. In other situations, instructions for the issue that caused the ECU to generate the DTC locally again leaving the unable to resolve the Accordingly, developments in the area diagnostics repair optical systems employ optical fibers for signals. Low-cost, high-performance, highly integrated optic interface circuits are the demands of high-speed digital data communication. One circuit function for fiber optic communication systems a transimpedance amplifier that is used within an optical receiver. FIG. 1 an architectural a typical optical receiver. The light from an fiber 101 impinges on detector 102, producing a current IPD. Transimpedance amplifier 103 the small currents of optical signals to photodetector 102 a large signal which is amplified post voltage VPA for output to digital FIG. depicts a schematic diagram of transimpedance-input a transimpedance amplifier in the prior art.
 vehicles also include numeroUs sensors tHat moNitOr vArIous AspeCts of the operatIOn of The vehicle. The ECU receivEs the SeNSor dATa And is ConfiguREd TO GenErAtE diAgNOsTic trOubLe codes (dTCs) if the sEnsOrS indicate thaT OnE or more sysTemS in the vehiclE maY be faiLiNg oR OperaTinG outsIde of pREdeterMined paraMeTErs.
ManY VehicleS USe A conTroller area networK (cAn) Vehicle bus to trAnsmit DaTA bETWeeN thE ECU and the OnBoard SEnsors, cOMpONENts, ANd systems in thE vehicle. The caN bUs, or otHeR eqUIvalenT data NeTWorKs in a vehiclE, proVides a comMon comMUnicatiON framewOrk betWeeN thE ECU ANd ThE vaRiOUs sENsOrs ANd sYstems in ThE vEhiclE. AddITIONallY, thE CAN Bus or Equivalent netWorK enaBLes CommuNicatIon bEtWeen tHe ECU aNd extErNal diagnostic toOls tHrough a poRt tHaT is TyPicalLY accesSibLe fRom withIn a cabiN Of tHe VEHIcLe near the driver's seAt. tHE EcU and the DiagnoSTiC tOOls interFaCed TherEWIth ofTen uSE aN industrY standARd PrOtocol, sUcH as a veRsIon Of tHe on-bOArd dIagnosTics (OBD) pRotocOL, such as the OBD-Ii Protocol.
In resPOnSE To DEterMinIng that the EcU of A VehiCle hAS gEneRAted oNe or mOrE dTcS, a technician may refeR tO instrUctioNs for resolvinG the issue tHAT Has causeD the ecU TO generate the DTc. Some TechnicianS, ParticulArly tEchniciaNs that are NEW to the inDusTry, May Be uNFAmIliar with the pROCeduReS descriBed In the inStrUctIonS anD, tHerefore, mAy be unabLe To ReSoLve The isSUe on theiR oWn. IN oTheR situATions, iNstruCtioNs FoR ResOlving tHE iSSUe thAt CaUsed The eCu to geNeraTE thE DTC may Be locally UnaVAilaBlE, aGain leaVing the techniCiAn unable to ReSolVe the iSSUe. AccordIngly, further developmentS In the arEa oF vehiCle dIagnosticS anD repaiR arE DesiraBle. ModErn opTiCal TELecomMUNiCatIoNs systems oFTEn eMploy OpTicaL fibers For carrying signals. lOw-cOst, high-perforManCe, hiGHLy IntEGrATed FiBEr oPTIc interface circUits are becOmINg IncreasingLY neCeSsary to Meet the DemanDS of high-Speed digiTal data coMmUnicATIon. one standarD circuit Function fOR fibeR OpTic coMmuNicatiOn SysTems iS a tranSImpEdancE ampliFiEr that Is useD wIthin an oPtical receiver.
FIG. 1 depictS an arcHitecTurAl diagram Of a TYpiCal opticaL recEiver. The liGht FroM an opTicAL fibeR 101 impINgEs oN PhotoDiodE Detector 102, pROdUciNG A cUrrent IPD. TrANSImpEdancE amPLifier 103 ConvErts the very small cURrents indicatiVe of OPTicAl sIGnalS aPplied to photodEteCtOR 102 Into a larGe Signal voltaGe, VTIA, whIcH Is furTher amPlifieD by post AMPlIFier 104 to VoltAge vPA for outPut To DIgital cIrCuITry.
FIG. 2 DepiCtS a scheMatic dIAgraM OF the transimpedanCe-inpUT Stage OF a tRansiMpEdance aMPlifIer in the prIor art.
 vehicles also include num erous sens ors t hat  mo ni torvari ous aspects of theoperation of the vehic le. T he ECUr ec eives  the se n so r dat aan d i sc on figur edto gene rate diagn ost ic  trouble cod e s(DTCs) ifthe  sensors ind ica te tha tone or mo resyste ms int he veh icle maybe failin g  or ope r a ti ng o utside of predete r mi n ed parameters. 
Manyve h ic l e s u sea controll er  area network (C A N )  ve h icle bus to t ransmit dat a  be tweenth e E C U andthe o nb o ard  sensors, c ompo nents, an d syst e ms in t h e vehic le. Th e C ANbus, or  o the re qui v al ent dat a networ ks  i n a v ehic l e , prov ide s acommo n communicati onfram e wor k bet weentheEC U and  the v ariou ssensors and sys tems  in the v ehi cl e.Ad ditio n ally,the  CA N bus o r equiv a len tn e t wo rk enables communi ca t i on  between  the E C Uan d  externa ldia gnos t i c too ls t h ro ugh a po rt tha t  i stypical ly  acces si ble  fr om wi t hina cabi n of the  vehi c le near the dr i ver's seat. T h eE C Ua nd t hediagnostictool s  int erfa c ed  th e rewit h oft en us e  an industry standa rd  proto col,such as a ver sion of th e o n-boarddiag n os t ics (OBD) prot ocol,  such as t h e OBD-II  prot ocol.
In  response t o determ ini ngtha t t h e  E CU of a vehic l e  has  g enerate d o ne or m ore  DT Cs,  ate chnicianmay refe rto  i ns tru ction s  for res ol vin gthe  issu e  thathas c ause dth e  EC U to ge n er a t e th eDT C. S ome  t echni cian s , p articul arly tech nic i ansth at  are ne w to the indu st ry, may be  u nfa miliar w ith theprocedures described in the ins tru ction s an d, theref ore , maybeu nableto res olveth e i s s ue on t he irow n. In othe r sit uatio ns , in structi ons for resolvingt heissue that ca use d th e EC U t o  g e ner at e  th e DTC may be loca lly unavai la b le , again le a vin gthe tec hnician  unab l e to re solve the  issue. A cc ordi n g ly,  further d evelopme nts in th e  area of  vehi cle  diagn os tic s and  repai r  ar e des irable .Modern  opti ca l teleco mmunications systems of ten em ployopt ical fibe rsf orcarryingsign als. Low-c ost , h igh-p erf o rmanc e, h i gh lyi ntegr ated fiber opt i cint e r fa ce circuits a r e b ecomi ngi ncreas ingl y necessary to me e t the demandsof h i g h-s pee d  dig it al data commun ica ti o n . One st an dard circui t functi on for f iber o ptic c ommunic a t io n  syste ms i s a  transimp eda nc e  amplif ie rt hat is  use dwithin  an op t ical r eceiver.
FIG. 1depic t s  an a r chi tectu ra l diagr a m of  a typical  optical re ceiver . Th e lig ht from  a n opti cal  f iber 101 i m pinges on  phot odiodede tect or102, p rodu c i ng acurr en t I PD. Trans i m pe d an ce amp lifi er 10 3conv erts thev ery smal l c u rrentsin dic a t ive of op t i cal signal s a pplie d to photode t ecto r  1 0 2 int o a la rge si gnal vo l tag e,  VTIA,whi c h  is furth er amplif i edby  pos t amplif ie r 10 4tovo ltage VPA for o utput to  digital c ircuit ry. FIG. 2 depi ct s a schemati c dia gr a m of th e tra nsimped a nce -in put  sta geof a transimpedance amplifier  inthe p r ior  art. 
 vehicles_also include_numerous sensors that monitor_various aspects_of_the operation_of_the vehicle. The_ECU receives the_sensor data and is_configured to generate_diagnostic_trouble codes (DTCs) if the sensors indicate that one or more systems in the_vehicle_may be_failing_or_operating outside of predetermined parameters.
Many_vehicles use a controller area_network (CAN)_vehicle bus to transmit data between the ECU_and_the onboard sensors,_components, and systems in the vehicle. The CAN bus,_or other equivalent data networks in_a vehicle, provides_a_common_communication framework between the_ECU and the various sensors and_systems in the vehicle. Additionally, the_CAN bus or equivalent network enables communication_between the ECU and external diagnostic_tools through a port that_is typically_accessible from within a cabin_of the vehicle_near the_driver's seat. The_ECU and the diagnostic tools interfaced_therewith often use_an industry standard protocol, such as_a_version of the_on-board_diagnostics_(OBD) protocol,_such as the_OBD-II_protocol.
In response_to_determining that the ECU of a_vehicle_has generated one or more DTCs, a_technician may refer to_instructions_for resolving the issue_that has caused the ECU_to generate the DTC. Some technicians,_particularly technicians_that are_new to the industry, may be unfamiliar with the procedures described_in the instructions and, therefore, may_be unable to resolve_the issue_on_their own. In_other_situations, instructions_for resolving the issue that caused the_ECU to_generate the DTC may be locally_unavailable, again leaving the_technician_unable to resolve the issue. Accordingly,_further developments in the area of_vehicle diagnostics and repair are_desirable._Modern_optical telecommunications systems often employ_optical fibers for carrying signals. Low-cost,_high-performance, highly integrated_fiber optic interface circuits are becoming increasingly_necessary_to meet the demands of high-speed_digital_data communication. One standard circuit function_for_fiber_optic communication systems is a_transimpedance amplifier that is used within_an optical receiver.
FIG. 1 depicts an architectural diagram of_a typical optical_receiver. The light from an_optical_fiber_101 impinges on photodiode detector 102, producing a current IPD._Transimpedance amplifier_103 converts the_very small currents indicative of optical signals applied to photodetector_102 into a large signal voltage, VTIA,_which is further amplified by post amplifier 104 to voltage VPA_for output to digital circuitry.
FIG. 2 depicts a_schematic diagram of the transimpedance-input stage of_a transimpedance amplifier in_the_prior art.