Ready for the shift, with nothing extra to do.
TOGL plans charging around each vehicle’s next shift, the charge points available and the depot’s power limit. Drivers keep the familiar routine: plug in, then get a clear warning if the available time or power cannot meet the plan.
Readiness is the constraint, not the reward.
Each charging plan starts with when the vehicle must leave and how much energy its next duty needs. TOGL then coordinates the vehicles and charge points against site capacity and tariffs, using only the flexibility left inside those requirements.
That ordering matters more to a depot than any number on a business case. A charging strategy that saves money and strands a vehicle has cost the operator a shift, and no energy saving covers that.
The driver’s view
What the driver sees.
These views show the intended driver and depot experience for a scoped pilot. The exact data available depends on the vehicle, charger and fleet-system integrations at the site.
Plug in and walk away
Connect the vehicle at the end of the shift. There is nothing to set, confirm or schedule. Charging starts when TOGL decides it should, not when the cable goes in.
State of charge and target departure
Current charge, the departure time the vehicle is being charged for, and whether it is on track to meet it.
Readiness status
A clear view before the shift starts: whether the vehicle is on track, and an early warning when available power or time cannot meet the plan.
Described as designed, not as shipped. This site does not show screenshots of an interface that is still being built.
Nothing new to learn
What the driver never has to do.
No scheduling decisions
Drivers do not choose charging windows, set timers, or decide which vehicles charge first. That is the optimisation problem TOGL exists to solve.
No tariff awareness
Nobody on the yard needs to know what a peak period is, when the cheap window opens, or what the site is paying per kWh tonight.
No manual overrides in normal operation
The override path remains available, but routine operation should not depend on it. Repeated overrides are a signal to review the readiness rules and operating plan.
No new routine to remember
Charging is managed whether or not anyone opens an app. The driver-facing view reports what is happening; it is not a step in the process.
Exceptions
When the plan changes.
Optimised charging is only credible if it survives a normal week. Shifts move, vehicles come back early, and someone forgets the cable. This is what happens then.
A departure time moves earlier
Update the departure time and TOGL recalculates the plan. If the new time cannot be met with the available charger power and site capacity, the depot manager sees the expected charge at departure early enough to act.
A shift is brought forward at short notice
Any authorised user can force charging to start now, for one vehicle or for the whole depot, without waiting for a change to propagate from an office system. Cost optimisation stops; the site capacity limit still applies, because exceeding the connection is not a trade a dispatcher should be able to make by accident.
A vehicle needs an unplanned top-up
Plug in mid-shift and set the time it needs to leave again. A short dwell time leaves less room to optimise, and the available charger power and site capacity determine how much energy can be delivered.
A vehicle is not plugged in at all
The most common cause of a vehicle missing its departure is nobody connecting the cable. TOGL flags it the same evening, while there is still time to act, instead of it becoming the morning problem.
The override path
Charging control sits on top of the depot’s own equipment rather than replacing it. The manual path and fallback behaviour are agreed for each site during integration.
If TOGL cannot reach a vehicle or charger, optimisation stops and the agreed fallback applies. Whether the vehicle can still meet its duty depends on its state of charge, connection, available time, charger power and the site limit.
Fallback behaviour is confirmed per site during integration and written into the deployment record.
Depot manager
One view of whether the depot is ready.
Drivers should not have to think about charging. Somebody does, and it is usually a duty manager with a yard to run. The depot view is built for that job: readiness at a glance, and exceptions early enough to act on.
The depot view is scoped around the data and controls available at each pilot site.
Fleet-wide readiness in one view: which vehicles are connected, which are charging, and which are on track for their departure time.
Exceptions surfaced before they matter, not reported afterwards. A vehicle that will not make its departure is an alert tonight, not a gap in tomorrow morning.
Departure times and readiness rules editable per vehicle, per shift pattern, or across the whole depot.
A record of what was charged when and at what cost, so the energy saving is auditable rather than asserted.
| Vehicle | Charge | Departs | Status |
|---|---|---|---|
| VN-014Van | 82% | 06:00 | Ready |
| VN-027Van | 61% | 05:30 | On track |
| TR-003Truck | 44% | 07:00 | On track |
| VN-008Van | 23% | 05:00 | Not plugged in |
| TR-011Truck | 96% | 06:30 | Ready |
See it against your own shift patterns.
The useful version of this conversation uses your departure times, your dwell windows, and your site capacity. Bring those and we will walk through what changes on the yard and what does not.
Running eHGVs or buses? Heavy transport has its own constraints.
FAQ
Questions from the yard
Does smart charging change what a driver has to do at the depot?
TOGL is being designed so very little changes for the driver. A driver plugs the vehicle in on return and leaves it connected, while the planned charging schedule uses the time before the next departure.
What happens if a vehicle is not charged when the shift starts?
TOGL schedules charging backwards from each vehicle’s departure time and energy requirement, with readiness taking priority over cost optimisation. If the available time, charger power or site capacity cannot meet that requirement, TOGL surfaces the expected shortfall so the depot can act; software cannot guarantee readiness where the physical resources are insufficient.
Can a depot override the schedule when a shift changes?
TOGL is designed to let a depot override the schedule when plans change. A vehicle that suddenly needs to leave is a normal operating event, so the override is part of the design. It may mean charging in a more expensive period, which TOGL is intended to show clearly.
Does TOGL monitor individual drivers?
TOGL reads vehicle and charger data, not driver behaviour. The platform needs state of charge, location and when a vehicle is due out in order to schedule charging; it is not a driver scoring or surveillance product, and it does not exist to report on how someone drives. What TOGL collects and on what basis is set out in the privacy notice.