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A hybrid tracker that uses the cell tower where there is one and the DG satellite network where coverage ends, with ignition, engine hours and geofences on the same dashboard. For trucks on rural routes, machines on a job site or a farm, and assets parked far from everything. Engineering and platform by Data Frontier, Brazil.
Driving-time rules, maintenance by engine hours and the cellular coverage map. None of them depends on marketing, and all three change what the device has to do.
In the EU, a truck driver must take a 45-minute break after four and a half hours of driving; in the US, FMCSA caps driving at 11 hours and requires a 30-minute break after 8. The official record is the tachograph or the ELD; timestamped ignition and movement help the company manage the schedule around it.
Heavy equipment is serviced by engine hours, not by miles. Hours read remotely from every machine turn the service plan from a guess into a schedule, and show which machine is working and which one is just parked.
The same device talks to the cell tower, which delivers the position in minutes, and to the DG satellite network where there is no tower, which also delivers in minutes. Dirt roads, farms and remote job sites stop being holes in the map.
One device family and one platform for everything that moves or sits far away. What changes from one to the other is the power source and how often it reports.
Position, route, speed, ignition and stops, with geofences at the yard and at every customer. Who left, when they arrived, how long they waited.
Engine hours for usage-based maintenance and for billing hours worked, and a geofence around the farm or job site to know if the machine left where it should be.
Dropped trailer, generator, container, tank. A battery locator that wakes up, sends its position and goes back to sleep, over the satellite network when there is no tower.
Timestamped ignition and movement, per driver and per day, as input for managing driving time. The dashboard shows it; the policy belongs to the company, and the legal record stays with the tachograph or ELD.
Geofence exit after hours, long stop, ignition in the middle of the night, low battery. Email and WhatsApp alerts only on change, not on every point.
REST API for your ERP, TMS or security provider. Trackers from another vendor that offer an API can join the same dashboard.
Illustrative example. Points that travel over the DG satellite network reach the dashboard in minutes, stamped with the time they happened.
How many vehicles and machines, which routes, where cellular fails, what your insurer and customers ask for, and whether an existing tracker is worth keeping.
A few vehicles equipped, geofences and alerts configured, one month of data side by side with what the operation already uses. It only moves forward if the numbers match.
Installation across the fleet, the platform set up for your operation and training for the people who will use it: fleet manager, maintenance, finance.
Support from the team that built it, usage reports and alert rules tuned as the operation shows what matters.
The truth about satellite. Over the cell tower and over the DG satellite network, the position arrives in minutes, stamped with the time it happened. What differs between the two is the cost per message: satellite is more expensive, which is why the hybrid device only uses it where the tower ends. How often the position is sent outside coverage is agreed in the survey, because that is what sets the monthly cost.
Yes: that is what it is for. Satellite does not depend on towers, and over the DG satellite network the position reaches the platform in minutes, stamped with the time it happened. The device is hybrid because a satellite message costs more: it uses cellular where it exists and satellite only where it ends.
It depends on three things: how many vehicles, how much of the route has no tower, and how often the position needs to be sent. Satellite is the expensive part, and the hybrid only uses it when needed. The price comes out of the survey, in writing, before any installation.
Yes. On machinery, what matters most is usually the engine hours, for usage-based maintenance and for billing hours worked, and the geofence, to know if the machine left the farm or the job site.
Yes. Camera events (drowsiness, phone in hand, distraction) land on the same timeline as the tracker. See the driver fatigue camera page.
No. Where the law requires a tachograph or an electronic logging device, that remains the official record of driving time. Our tracker adds position, geofences, engine hours and alerts on top of it.
Not necessarily. If your current vendor offers an API, its data can join the same dashboard as the new devices. The survey tells you what is worth keeping.
An answer from an engineer, not a bot. Tell us the routes and where cellular fails: that is what defines the device.
Sources: Regulation (EC) No 561/2006, art. 7 · 49 CFR 395.3 (FMCSA hours of service).