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Fleet charging is not many single charges — it is one site, one supply limit and a queue of vehicles that all have to leave in the morning. That is a scheduling problem before it is a charging problem, and it is where smart charging and load management earn their keep.
Talk to us about your fleetFleets hold their vehicles and the people authorised to charge them. A quota stops at the device rather than being noticed on the invoice later, and a fleet can be given its own tariff separate from the public price.
When more vehicles are plugged in than the supply can serve at once, charging is planned rather than refused: the available power is distributed across the session window so the vehicles are ready by morning without exceeding what the site can draw.
Home units can be listed in the same app, other users authorised on them, and the consumption kept in the same records as the depot — so a driver charging at home does not fall outside the fleet's accounting.
Fleet, public network and home units are managed together, under your own brand.
Yes, and that is exactly what OCPP is for. If the chargers speak OCPP, changing platform is in essence repointing an endpoint: the devices stay, the software behind them is swapped. The same route works from the platforms known in the market — AMPECO, Virta, Monta, be.ENERGISED, has·to·be, ChargePoint, EVBox, GreenFlux — and in the other direction too; an open protocol is open precisely so that you are locked in to neither a hardware nor a software vendor. Tariffs, users and opening balances are imported by us, and the old system's history can be kept as an archive.
It is keeping the total draw of a site within the limit of its connection while still charging every vehicle. Rather than refusing a session because the supply is full, the available power is shared across the vehicles and across the hours they are parked.
It moves charging into the hours you choose and within the power you actually have, so a depot can take more vehicles without upgrading its connection — usually the largest single cost in a fleet charging project.
Yes. A fleet tariff is defined separately from the public one, and quotas can cap what each vehicle or driver may consume.
Yes. The fleet, the public network and a charger at a driver's home sit in one panel under your brand, with consumption per vehicle and per driver gathered in one place.
Because the home unit is part of the network, the session lands in your account and is reported per vehicle and per driver. Which part of the cost belongs to the company is therefore not an end-of-month argument.
A quota stops the session at the charger instead of surfacing on the invoice: how much each vehicle or driver may consume is set in advance. The fleet can also be given its own tariff, separate from the public one.
That is its purpose. Load management spreads the available power across the vehicles charging at the same time so the site's connection limit is not exceeded — the main breaker holds even when the whole depot plugs in at once.
