Minimum energy loss trajectories based on Pontryagin's minimum principle are generated for the atmospheric part of an aeroassisted orbital transfer problem. At the initial time all states are given. At the final time the altitude, velocity, and inclination change are prescribed. Additionally, the trajectory is subject to a heating rate limit, which, in the context of optimal control, represents a first-order state inequality constraint. Numerical difficulties implied by the singularly perturbed nature of the problem are avoided by starting the integration in the interior of the trajectory at a point where the heating rate limit is active. The state constraint becomes active always in the form of a state constrained arc. Nontrivial touch points have not been observed in numerical solutions. VER the years a considerable amount of research has been conducted in the area of aeroassisted orbital transfers (AOT). Surveys on the current state of the art in optimization of AOT trajectories can be found in Refs. 1 and 2. The optimization of the atmospheric part of orbital plane changes using aerodynamic controls is discussed in Refs. 3-6. In Ref. 5, a guidance law is developed through regular expansion of the Hamilton-Jacobi-Bellmann equation. A guidance law development through matched asymptotic expansions and through a hybrid regular expansion/collocation approach is presented in Refs. 7 and 8, respectively. In Ref. 9, maximum cross range and maximum orbital plane change trajectories are calculated using a nonlinear programming code. In Ref. 10, the use of multiple pass trajectories is investigated to alleviate the severe aeroheating. In Ref. 11, aerocruise and aeroglide maneuvers are compared, both in presence of a heating rate limit. Recently, variational solutions for the heating rate limited aerocruise maneuver were presented in Ref. 12. Numerical difficulties were reported, and converged solutions could not be obtained below a certain value for the prescribed maximum heating rate. The optimal switching structure was identified as (free, touch point, free). Solutions with state constrained arcs were not obtained. For the same vehicle model and atmospheric model as in Ref. 12 the heating rate limit could be reduced much further in Ref. 13, using direct shooting and direct collocation. The obtained trajectories are physically feasible and involve state constrained arcs. The solutions were reported to be very sensitive, and certain convergence difficulties were overcome by reducing the prescribed precision in the nonlinear program solver. The present paper is based on a dynamical model that is identical to the one used in Ref. 12. The objective is to verify the results reported in Ref. 12, to identify the correct optimal switching structure, and to generate variational benchmark solutions that could be used to verify and to calibrate direct optimization approaches.
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