This article has been accepted for publication in a future issue of this journal, but has not been
fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2931192, IEEE
Transactions on Vehicular Technology
Possibility of Utilizing Wind Turbine to Recover
a Portion of the Kinetic Energy Losses of a Car
Hassan Fathabadi
Abstract--In this paper, the possibility of utilizing a wind
turbine to recapture a portion of the kinetic energy losses of a
car, irrespective of being a traditional car which is propelled by
an internal combustion engine (ICE) or an electric vehicle (EV)
which is propelled by an electric motor, is appraised. To
investigate the topic, a small wind turbine has been inserted at
the back of the condenser of a car to recover a portion of the
kinetic energy of wind passing through
the condenser's crisscrossed bars. A portion of this wind is
caused by wind existing outside the car, and the main portion is
caused by the kinetic energy originating from the car movement.
In absence of the wind turbine, the wind passing through
the condenser's crisscrossed bars hits the middle part of the car’s
chassis and loses its energy. Thus, not only the wind turbine uses
a portion of the kinetic energy losses of the car to produce
electricity but also since it has been embedded at the back of the
condenser, it has no impact on the aerodynamic coefficient of the
car, i.e., it does not produce any extra resistive force. When the
car is parked, and there is no kinetic energy resulting from the
car movement, a small flow of wind available outside the car is
converted into electricity stored in the car’s battery. To realize
the proposed scheme, a 100 W wind turbine, a permanent
magnet synchronous generator (PMSG) coupled to the turbine
and a novel built hybrid power generation system combining the
wind-driven generator’s output power with that of the car’s
battery have been embedded in an EV having a total weight of
1855 kg. Experimental measurements conducted under realistic
operation of the EV are given that prove the traveling range of
the EV and the power efficiency of the EV’s power supply are
enhanced by, respectively, 6.4 km and 0.2% by recovering only a
portion of the kinetic energy losses of the EV. These two benefits
also prove the novelty and contributions of this work in
successfully recovering a portion of the kinetic energy losses of a
car by using a small wind turbine embedded in the car.
Index Terms--Kinetic energy losses of cars; energy loss
recovering; wind energy; car’s battery.
I. INTRODUCTION
O VER the years, the usage of renewable energy based
systems and devices have rapidly increased due to
economy and environmental issues [1-2]. Among renewable
resources, the popular attention mainly concentrates on solar
and wind energies, so that, various solar and wind energy
based systems are currently utilized in the different points of
the world [3-4]. Commonly used automobiles are mainly
divided into IEC cars and electric vehicles (EVs), although,
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The author is with the National Technical University of Athens, Athens
10682, Greece (e-mail: h4477@hotmail.com).
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replacing IEC cars with EVs because of their benefits is the
dominant tendency nowadays [5-6]. Some benefits provided
by EVs are vehicle-to-grid (V2G) technology realizing a
secure connection between EVs and a grid [7], control of the
grid’s frequency [8-9], compensating the grid’s reactive power
[10], taking EVs into account as distributed power sources
[11], improving the grid’s power quality [12], filtering the
grid’s harmonic [13] and charging stations fed with clean
energy [14]. This study assesses the possibility of taking
advantages of a renewable energy (wind energy) in a car
irrespective of being an IEC car or an EV, so the remainder of
the survey focuses on available reports concerning the usage
of renewable energies in cars. In this regard, there is no
evidence regarding utilizing wind energy in cars, but there are
several research works dealing with utilizing solar energy in
cars as follows. Since 2006, five cars which are fed solely
with solar energy have been built [15]. This type of car is
called solar car, and experimental measurements obtained
from the operation of these cars showed that they cannot
satisfy usual demands which are simply responded by IEC
cars and EVs. The researches showed that a solar car not only
is useless over night but also should be very light resulting in
unsafety caused by the impossibility of the usage of iron in
constructing the car’s chassis [15]. Utilization of photovoltaic
(PV) power production in association with a battery to power
a plug-in hybrid electric vehicle was assessed in a research
work [16]. In addition to these, several models obtained by
simulation (not built systems) have been reported. A simulated
model combining a fuel cell with a PV system to power a
vehicle was discussed in [17]. An EV with a 3 kW traction
motor fed by a combination of a fuel cell, a PV system and a
battery was modeled by Matlab software [18].
Correspondingly, a simulation showing the usage of PV
power production in an EV was presented as a model [19].
As mentioned, there is no evidence concerning the usage of
wind energy in a car. This research work fills this gap by
evaluating the possibility of inserting a small wind turbine at
the back of the condenser of a car to recover a portion of the
kinetic energy losses of the car. To realize the proposed
scheme, a 100 W wind turbine, a PMSG coupled to the
turbine and a novel constructed hybrid power generation
system combining wind power production with the power
production of the car’s battery have been embedded in an EV.
Experimental data demonstrate utilizing the wind turbine
improves the traveling range of the EV and the power
efficiency of the EV’s power supply by, respectively, 6.4 km
and 0.2%. These points prove the novelty and contributions of
this work in recovering a portion of the kinetic energy losses
of a car. The theoretical basis of the proposed scheme is
discussed in Section II. Details of the built system realizing
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Transactions on Vehicular Technology
2

the scheme and experimental measurements are presented in phase inverter connected to the traction motor, which is called
Section III, and the paper is outlined succinctly in Section IV. “load current” ( I load ). The controller computes the WECS
converter’s output power ( Pwe ) and power fed to the 3-phase
II. THEORETICAL BASIS OF THE PROPOSED SCHEME
inverter, which is called “load power” ( Pload ) as:
The proposed scheme deals with inserting a small wind ⎧ Pwe = Vdc I we
turbine at the back of the condenser of a car that can be either ⎨ (3)
a traditional car which is propelled by an internal combustion ⎩ Pload = Vdc I load
engine or an EV which is propelled by an electric motor. The Based on the values of the aforementioned parameters, the
wind turbine is coupled to a PMSG connected to a rectifier to following two schemes are managed by the power controller:
form a wind energy conversion system (WECS) as depicted in 1) When Pwe ≥ Pload , the battery converter is set to the buck
Fig. 1. Thus, to realize the scheme, it is necessary to design mode ( Dchar ≠ 0 and Ddisc = 0 ) by the controller to charge
and build a novel hybrid power generation system combining the battery, so power balance in the system is:
the power production of the car’s battery with that of the wind Pwe = Pload + Pchar (4)
turbine embedded in the car. The structure of the system
realizing the proposed scheme in an EV is depicted with all where Pchar is the power fed to the battery converter to charge
specifics in Fig. 1. It mainly consists of a novel hybrid power the battery as depicted in Figs. 1and 3. As discussed, the dc-
generation system powered by the WECS and the EV’s link voltage ( Vdc ) is set to a constant voltage (+400 V) by the
battery. The WECS and the EV’s battery are connected to a dc WECS converter, so the charge duty cycle ( Dchar ) of the
bus via two dc/dc converters, respectively called “WECS battery converter is changed by the power controller to
converter” and “battery converter”. A 3-phase dc/ac inverter provide an appropriate level of voltage ( Vbat ) to charge the
converts the dc-link voltage ( Vdc ) to a 3-phase voltage fed to
battery as:
the EV’s traction motor. In addition to these, a dc/ac inverter Vbat = Dchar Vdc (5)
connected to the EV’s battery provides the V2G technology
2) When Pwe < Pload , the battery converter is set to the boost
for the EV. The electric circuit of the WECS converter is
shown in Fig. 2. All technical and theoretical details of this mode ( Dchar = 0 and Ddisc ≠ 0 ) by the controller to discharge
type of converter have been reported in [20]. The WECS the battery, so power balance in the system is:
converter’s gain is obtained as [20]: Pdischar + Pwe = Pload (6)
Vdc
=
n
(1) Using Eq. (6), discharge power required to be injected to the
V we 1 − Dwe 3-phase inverter is found as:
where n is the turns ratio of the transformer of the WECS Pdischar = Pload − Pwe (7)
converter, V we is the input voltage of the converter, D we is The relationship between the discharge power and discharge
the duty cycle of switching signal supplied to the MOSFET duty cycle ( Ddisc ) is formulized as:
switch of the converter, and V dc is the output voltage of the ⎛ 1 ⎞
⎜( ) Vbat − Vdc ⎟
converter, which is linked to the dc bus, i.e. Vdc is “dc-link 1 ⎜ 1 − Ddisc ⎟
Pdischar = ( ) Vbat (8)
voltage”. Using Eq. (1), the dc-link voltage is found as: 1 − Ddisc ⎜ R17 + Resr ⎟
⎜ ⎟
n V we ⎝ ⎠
Vdc = (2)
1 − D we where Resr is the equivalent series resistance (ESR) of the dc-
Eq. (2) shows that the dc-link voltage can be set to a constant link capacitor ( C dc ).The resistance R17 limits the battery
voltage considered for it by changing D we , it is the same converter’s output current, and in addition to this, the battery
mechanism used for regulating the dc-link voltage in the converter’s output current is measured by the power controller
realized system. Noting Fig. 1 shows that V we is measured by using voltage dropped across R17. It is concluded from
the power controller, and D we is changed by the power combining Eq. (7) with Eq. (8) that Ddisc is changed by the
controller to set the dc-link voltage to the appointed value power controller to provide the required discharge power as:
(+400 V). The electric circuit of the battery converter is ⎡ ⎛ 1 ⎞⎤
⎢ ⎜( ) Vbat − Vdc ⎟⎥
depicted in Fig. 3, it is a boost-buck converter operating in 1 1 − Ddisc
Pload − Pwe = ⎢( )V ⎜ ⎟⎥ (9)
two directions (bidirectional type); charge and discharge ⎢ 1 − Ddisc bat ⎜ R17 + Resr ⎟⎥
directions. As depicted in Fig. 3, in the charge direction it ⎢ ⎜ ⎟⎥
⎣ ⎝ ⎠⎦
operates as a buck converter with a voltage gain of Dchar ,
The 3-phase dc/ac inverter connected to the traction motor
where Dchar is the charge duty cycle, while in the discharge being a permanent magnet synchronous motor (PMSM) is
direction it acts as a boost converter with a voltage gain of depicted in Fig. 4. The inverter operates in two directions;
1 forward and reverse directions. In forward direction, the six
, where Ddisc is the discharge duty cycle. As
1 − Ddisc switches Q3-Q8 produced a 3-phase voltage fed to the
depicted in Fig. 1, the power controller measures Vdc , the PMSM. In reverse direction, 3-phase ac voltage regenerated
by the PMSM when the car brakes or reduces its speed is
WECS converter’s output current ( I we ), the battery
converted into the dc voltage ( Vdc ) occurring on the dc bus.
converter’s output current ( I bat ) and current fed to the 3-

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Transactions on Vehicular Technology
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III. CONSTRUCTING AND EMBEDDING THE REALIZED SYSTEM IN
A CAR AND EXPERIMENTAL MEASUREMENTS
Based on Fig. 1 depicting the detailed structure of the
system realizing the proposed scheme, a prototype of the
system has been built and embedded in an EV having a total
weight of 1855 kg. The electric circuit of the built system is
depicted with all specifics in Fig. 5. Table I reports the names,
models and technical data of the components of the built
system. Noting Fig. 5 and Table I shows that the built WECS
comprises a wind turbine, a PMSG model PMG-100 with the
rated power of 100 W coupled to the wind turbine, and a
rectifier composed of six diodes. The wind turbine used is a
seven-blade horizontal turbine with the diameter, rated speed
and power of, respectively, 76 cm, 10 m/s and 100 W. The

Fig. 1. Structure of the system realizing the proposed scheme in an EV.

Fig. 2. WECS converter.

Fig. 3. Battery converter.

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Fig. 4. Inverter connected to the EV’s traction motor.

Fig. 5. Electric circuit of the system realizing the proposed scheme in an EV.

power controller has been realized using a microcontroller
MC68HC11E9, and the dc-link voltage is continuously set to
+400 V by changing the duty cycle of the WECS converter
( D we ), which is executed by the microcontroller. Noting the
system’s electric circuit depicted in Fig. 5 demonstrates that
the built system operates exactly based on Eqs. (2)-
(9)discussed with all details in the previous section. Figs. 6(a)-
(c) depict the detailed photographs of the wind turbine and
PMSG used which have been surrounded by a frame attached
to the back of the condenser. These figures clearly show how
the wind turbine, PMSG and their frame are assembled and
inserted at the back of the condenser. As depicted in Fig. 6(a),
the wind turbine has been attached to the back of the
condenser and gets its energy from the wind passing through
the condenser's crisscrossed bars. A portion of this wind is
caused by the kinetic energy resulting from the car movement,
and if wind exists outside the car, the other portion is caused
by it. Noting Fig. 6(a) demonstrates that in absence of the

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Transactions on Vehicular Technology
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wind turbine, the wind passing through

the condenser's crisscrossed bars hits the car’s motor, its
associated equipments and the middle part of the car’s chassis
resulting in losing its energy. Thus, the wind turbine uses a
portion of the kinetic energy losses of the car (not effective
kinetic energy of the car) to produce electricity. This means
that the wind turbine does not produce any extra resistive
force, and as a result, it does not have any impact on the
aerodynamic coefficient of the car. It is also reminded that
when the car is parked (there is no kinetic energy resulting
from the car movement), even a small flow of wind existing
outside the car is converted into electricity stored in the car’s
battery. To add the WECS to an existing car, there is no need
to make any change in the car. The only work that should be
performed is to locate the wind turbine and the generator
(PMSG) connected to it in a frame, and attaching the frame to
the back of the condenser of the car as shown in Fig. 6(a).
Experimental measurements showing the waveforms of the
Fig. 7. Voltages fed to the traction motor and dc-link voltage.
dc-link voltage, voltages and currents fed to the traction motor
are depicted in Fig. 7 and Fig. 8, respectively. The switching
frequency of the battery and WECS converters is 25 kHz as
outlined in Table I. The waveforms of the duty cycle D we
produced by the microcontroller (power controller) and fed to
the MOSFET switch of the WECS converter and also the dc-
link voltage are depicted in Fig. 9. These two waveforms
prove highly accurate regulation of the dc-link voltage to the
assigned voltage (+400 V) caused by changing D we executed
by the microcontroller. To determine the power efficiency of
the built system, the ratio of power fed to the EV’s traction
motor to the sum of the battery’s discharge power and
WECS’s output power was calculated point by point using the
measured values of these three powers. The power efficiency
curve is depicted in Fig. 10 that shows an efficiency of more
than 90% at the traction motor’s rated power which is 80 kW
as reported in Table I.

Fig. 8. Currents fed to the traction motor.

Fig. 6. (a) Wind turbine and PMSG surrounded by a frame attached to the Fig. 9. Waveforms of WECS switching pulse and dc-link voltage.
back of the condenser of the car. (b) Wind turbine used. (c) PMSG used.

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Table I. Names, models and technical data of the components of the built system.

Traction motor WECS converter

Model LSRPM 200 L C we ( μ F ) 470

Made by Leroy-Somer Co. Switching frequency, f s (kHz) 25

Type PMSM dc-link voltage, V dc (V) 400

Phase number 3 C dc ( μ F ) 680

Nominal line voltage (V) 400 Resr ( mΩ ) 109

Rated power (kW) 80 C2 ( μ F )

22

Rated torque (Nm) 170 C1 ( n F )

1.2

Rated current (A) 157 Diodes: D1 - D2 15ETH06S

Speed range (rpm) 0-4500 N2 20

n= 3
N1

Efficiency (%) 95.7 Switch S we IRFPS40N60K

Magnet material NdFeB PMSG

Maximum current/Rated current 1.5 Model PMG-100

Maximum torque/Rated torque 1.4 Type 3-phase

Weight (kg) 145 Rated power (W) 100

Battery Maximum power 130

Type Li-ion Rated phase voltage (V) 12

Voltage (V) 48 Rated rotation (rpm) 690

Current capacity (Ah) 400 Magnet material NdFeB

Capacity (kWh) Weight (kg) 2.8

19.2
Series-connected batteries 4 Battery converter

ESR ( Rbat −esr ( mΩ )) 2.9 IGBT switches: SW, Q1-Q2 STGY40NC60VD ×40

Wind turbine R Lbat ( mΩ ) 10.8

Rated power (W) & speed(m/s) 100 & 10 V2G: Single-phase: ~110 VAC, 60 Hz

Diameter (cm) 76 IGBT switches: Q9-Q12 STGY40NC60VD ×8

Inverter connected to the traction motor L g ( μH ) & C g ( μF ) 68 & 8.2

IGBT switches: Q3-Q8 STGY40NC60VD ×5 N4 39

N3 12

Table II. EV’s parameters with and without the wind turbine.
Traveling range Maximum velocity 0-100 km/h acceleration Maximum efficiency
Case Test number (km) ( km/h) (sec) (%)
With wind turbine Test 1 117.3 121 13.3 90.4
Without wind turbine Test 2 110.9 121 13.3 90.2

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This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI 10.1109/TVT.2019.2931192, IEEE
Transactions on Vehicular Technology
To assess the contribution of the wind turbine to power
production, the power flows of the built system were
measured hour by hour over two sequential days (48 hours)
that is depicted in Fig. 11. The power provided by the battery
(battery discharge power) is shown with red color, while the
power production of the WECS is depicted with blue color. It
can be seen that when the car is parked, for instance, during
9:00-14:00, there is no kinetic energy resulting from the car
movement, but the flow of wind existing outside the car has
been converted into electricity stored in the car’s battery.
Moreover, the traveling range, maximum velocity and
acceleration of the EV along with the maximum power
efficiency of the built system were measured during two road
tests (Test 1 and Test 2) in presence and absence of the wind
turbine that are reported in Table II. The measurements of the
two road tests were conducted under same conditions referring
to the normal operation of the EV with a fixed weight of 1855
kg. The measured data prove that utilizing the wind turbine
enhances the traveling range of the EV and the power
efficiency of the EV’s power supply by, respectively, 6.4 km
and 0.2%. These two benefits prove the novelty and
contributions of this research work in recovering a portion of
the kinetic energy losses of the EV by utilizing a small wind
turbine. The construction cost of the built WECS is $157
composed of $12 for the wind turbine, $73 for the PMSG, $8
for the frame and $64 for the electric circuit. As reported in
Table II, an extension of 6.4 km (per 110.9 km) in the
traveling is accessible by utilizing the built WECS. A car
travels on average 20000 km per year, so the built WECS
provides an extension of 1154.192 km in the annual traveling
range of the car. The average price of gasoline around the
world is about 1.14 $/liter. Considering a consumption of 7.2
liter per 100 km for an internal combustion engine car, the
investment ($157) is returned after only 20 months from
saving in fuel cost because
⎡ 1154.192 km ⎤ REFERENCES
⎢( × 7.2 × $1.14) / 12⎥ × 20 = $157.89 .
⎣ 100 km ⎦ [1]
Fig. 10. Power efficiency of the built system.
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7
Fig. 11. Power flow of the built system over two sequential days.
IV. CONCLUSION
In this study, the possibility of inserting a small wind
turbine at the back of the condenser of a car to recover a
portion of the kinetic energy losses of the car was evaluated.
To realize the proposed scheme, a 100 W wind turbine, a
PMSG coupled to the turbine and a novel built hybrid power
generation system combining wind power production with the
power production of the car’s battery have been embedded in
an EV with a total weight of 1855 kg. Experimental data
obtained from the operation of the EV under realistic
conditions showed that utilizing the wind turbine improves the
traveling range of the EV and the power efficiency of the
EV’s power supply by, respectively, 6.4 km and 0.2%. These
advantages outline the novelty and contributions of this
research work in realizing the proposed scheme dealing with
recapturing a portion of the kinetic energy losses of a car.
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generation system using a proposed electrochemical heat engine
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[3] H. Fathabadi, “Novel standalone hybrid solar/wind/fuel cell power
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[4] H. Fathabadi, “Novel Maximum Electrical & Mechanical Power
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[5] H. Fathabadi, “Combining a proton exchange membrane fuel cell
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hybrid electric vehicle,” Renewable Energy, vol. 130, pp. 714-724,
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Waste Heat of the Engine into Electric Energy to Be Stored in the
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Hassan Fathabadi was born in Tehran in

1969. He received the B.S., M.S., and
Ph.D. degrees in electrical engineering
from Tehran Polytechnic University,
Tehran, Iran, in 1992, 1997, and 2002,
respectively. From 2009 to 2012, he was a
Postdoctoral Researcher with the National
Technical University of Athens, Athens,
Greece, where he is currently working as a Professor. He is
the sole author of more than 80 papers published in high-
ranking SCI journals and 35 inventions. His research interests
include power electronics, microelectronics, control,
mechatronics, energy conversion, transmission lines and
power systems.

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