A lot of the output from the alternator is never used by the car in daytime driving; minimal use just charges the battery as you drive. Now, having the stereo on, the wipers going, headlights on and running the ac will consume most of the power from many makes of alternators.
Therefore, the alternator spins to produce voltage that charges the battery constantly whether that energy is needed by the battery or not. Power to run the vehicle's accessories is pulled off the battery.
My problem with the advertisers out there seem not to suggest reserve H2O tanks to automatically fill the electrolysis chamber as needed.
Also, if the system (Hydrogen Hurricane, etc.) cannot store small amounts of Brown Gas, then quick acceleration would be severely hampered.
My take is the units ability to supply the amounts of brown gas needed at a steady rate may be in question with respect to optimal combustion mix of octane and the brown mix.
It does not matter what kind of fuel an internal combustion engine burns as flex fuel vehicles are already demonstrating that capability.
Hydrogen burning in oxygen that is created from water using excess alternator energy is easily accomplished and feeding that gas mix to the air intake just in front of the MAFS is how it is down. One will have to change electrodes at times is my guess and the brown gas additive will tell the car's computer to lean back the fuel mix thus increasing mileage.
An alternator is a variable current device. If it weren't, the battery charging voltage would vary with load instead of being relatively constant at 13.5 Volts.
Voltage and power are not the same thing. Electric power equals voltage times current. When there is no current draw on the alternator, it produces and consumes little power. When current is drawn from the alternator, the voltage regulator feeds more current to the exciter coil.
All the power produced by the alternator comes from the crankshaft of the engine. mechanical load on the engine varies directly with the amount of power generated by the alternator.
The efficiency of conversion for an alternator is about 50%. Likewise the efficiency for electrolysis is about 50%. Boiled down, if I force the alternator to consume 10 HP electrolyzing water, the upper limit for the power returned by burning the resulting Hydrogen would be 2.5 HP. The result is a net loss of 7.5 HP at the crankshaft. Engine efficiency is by definition shaft output power per unit of fuel.
Any benefit shown by such a system most likely due to one or more of: driver behavior changes, poor testing controls, or false claims.
Here we see the bitter fruit of the death of science education in America.
Assuming the battery is charged and no accessories are on, where does the output go?