Fleet Tracking

A capacitive probe installed in the tank reports the fuel level continuously, and a calibration table converts that level into liters for the exact geometry of the tank. The resulting curve has a characteristic shape: normal consumption is a gentle slope that follows the route, refuelling is a fast rise at a known station, and theft is a sharp drop while the vehicle is parked or idling.

The platform stores the level series next to GPS position and ignition state, so a rule can flag any drop that is too fast to be consumption and attach the exact place and time where it happened. The same data reconciles every refuel against fuel card records, which catches partial fills and fuel sold on the side. The fuel level reported by the vehicle's own CAN bus is usually too coarse for this job, which is why dedicated probes remain the standard for tanks worth protecting.

For quick-frozen food in the EU, Regulation (EC) 37/2005 requires the means of transport to carry temperature recording instruments that comply with EN 12830, with dated records kept by the food operator for at least one year. For pharmaceuticals, the EU Good Distribution Practice guidelines require calibrated monitoring during transport, qualified temperature-controlled equipment and a documented investigation of every excursion, with most cold chain products shipped between 2 and 8 degrees Celsius.

A connected reefer recorder covers both worlds at once: independent zones logged around the clock, records archived automatically instead of downloaded by hand at the dock, and alerts raised during the trip, when a setpoint correction can still save the load, rather than at delivery when it is already lost.

Regulation (EC) 561/2006 caps driving at 9 hours a day, extendable to 10 twice a week, with a 45 minute break after 4.5 hours of driving and limits of 56 hours in any week and 90 hours in any two consecutive weeks. Regulation (EU) 165/2014 governs the digital tachograph itself, and Regulation (EU) 581/2010 sets the download duties: operators must download driver card files at least every 28 days and vehicle unit files at least every 90 days, and keep them available for inspection.

A telematics device wired to the tachograph downloads those DDD files remotely, with the company card authenticating from the office, so no vehicle has to visit the yard just to be read. Live driving time data goes one step further: dispatchers see the remaining hours of each driver and get warned before an infringement happens instead of discovering it in the file afterwards.

Any tracker that can reach the Internet and speak MQTT or HTTP connects directly, which covers mainstream professional hardware from vendors such as Teltonika, Ruptela or Queclink. Vehicle data arrives over the CAN bus: trucks expose the standardized FMS gateway based on SAE J1939, with fuel consumption, engine hours, weight and fault codes, while light vehicles use OBD-II.

Peripherals ride on the same tracker: capacitive fuel probes over RS-485, temperature and door sensors over Bluetooth Low Energy, and driver identification with 1-Wire keys. On the platform side, product profiles decode each vendor's payload once and apply it to the whole fleet, and the built-in Node-RED plugin handles anything custom.

It depends on the number of vehicles, the sensors on board and the integration work, so most projects are quoted individually. As a reference, our Private Cloud plans are published on the pricing page and start at 49 euros per month for a dedicated instance, which is usually enough to run a first pilot fleet. Hardware is bought from any vendor at market prices, since the platform does not lock you into specific trackers, and enterprise or on premise deployments are sized per project.

Yes, and that is how most fleet projects end up in production. Every position and reading stored in the platform is available through a REST API, so a TMS, ERP or dispatching tool can pull clean telemetry instead of talking to each tracker brand separately. In the other direction, rules push events as they happen through endpoints: webhooks into your systems, email or Telegram for operators.

For deeper integrations, the built-in Node-RED plugin connects to databases, message queues and third party APIs, and white label branding lets an integrator serve several fleet customers under its own name and domain, with each customer's vehicles and dashboards kept separate.