EV Charging History for Fleets Running Diesel and Electric Together
An electric vehicle has no litres, so every fuel report it appears in is quietly wrong. KO Fleetz keeps charging sessions as their own record inside the service module — kWh, session duration, vehicle, date — sitting alongside fuel entries without being folded into them.
Two electric trucks and a fuel report that no longer adds up
The first EVs arrive because a customer asked, or a city did. There are two of them against sixty diesel vehicles, and every energy report in the office was built when the fleet ran on one kind of energy. The two new vehicles cover real distance every day and show zero litres against their registration, so the fleet average quietly improves and nothing about that improvement is true.
The workaround people reach for is a conversion. Someone decides a unit of electricity is worth so many litres, types it into a spreadsheet column, and now the report is not empty. It is worse than empty. Nobody who reads it afterwards knows the number was manufactured, and the assumption behind it is never revisited when the tariff changes.
Meanwhile the actual charging is recorded nowhere anybody can reach. It happened at a depot socket overnight, at a public point on the highway, or at a driver's own supply with a promise to sort the money out later. The bill arrives from three different places, in three different formats, and none of them are joined to a vehicle number.
Give the kWh its own record, not a corner of the fuel report
KO Fleetz keeps Charging History as a transaction log that sits in the same module as Fuel Entry and behaves like it, with the units the vehicle actually consumed. A session is a record: which vehicle, when it started, how long it drew, how many units it took, what it cost. A diesel truck posts fuel entries. An electric one posts charging sessions. Neither has to pretend to be the other.
Keeping them separate is the whole point. Litres and units are not the same quantity, and no honest exchange rate exists between them — the answer depends on your tariff, the time of night you charged, and where. So the platform does not build one. It reports diesel in its own units and electricity in its own units, and lets you compare them at the level where comparison is legitimate, which is money and distance.
The limit is worth stating before you ask. This is a record of sessions, not a charge point management system. KO Fleetz does not start a charger, stop one, schedule load across a depot, or negotiate with a distribution network operator about your connection capacity. If the charger vendor's platform can export sessions, they land here against the right vehicle. If it cannot, someone types them in the way they type in a fuel entry.
Capabilities
What KO Fleetz ev charging history gives your team
Session record per vehicle
Every charge is a dated entry against a registration number, with the units drawn and the amount paid, so an EV has a consumption history the same way a diesel truck does.
Energy in kWh, not converted litres
Units are stored as units. Nothing is translated into a diesel equivalent behind your back, because that translation depends on a tariff nobody wrote down.
Session duration captured
How long the vehicle was plugged in is recorded next to how much it took, which is the difference between a slow depot charge and twenty minutes at a highway point.
Separate from the fuel ledger
Charging entries never post into fuel reporting, so a litres-per-hundred-kilometre figure is not silently improved by vehicles that burn no diesel at all.
Cost per session
The amount paid rides with the session, so depot electricity, a public point on a national highway and a reimbursed home charge are three visible prices, not one assumption.
Odometer against energy
Readings taken at charge time let you build distance covered per unit drawn for that vehicle, on its own terms, without borrowing a diesel formula.
Charging alongside service work
Sessions live in the same module as inspections, work orders and service entries, so an EV's whole record is one record rather than a bolt-on system.
History per registration
Every past session for a vehicle stays queryable, which is what turns a year of charging into an operating cost you can put in front of a finance team.
How it works
How KO Fleetz does it
Step 1: Register the electric vehicles properly
An EV is set up with its own fuel type and no tank. That single piece of master data is what stops it from ever appearing in a report that counts litres.
Step 2: Decide where sessions come from
Depot charger exports, invoices from a public network, or manual entry by whoever supervises the yard. Pick per site and be consistent; a half-recorded month is a misleading month.
Step 3: Post the session
Vehicle, date, units drawn, duration, amount. The same discipline a fuel entry needs, and the same person is usually already doing it for the diesel side.
Step 4: Read the two energies separately
Diesel consumption stays in litres, charging stays in units, and the comparison that matters happens in rupees against kilometres run.
Outcomes
What changes
- Electricity recorded in kWh, never converted
- Own units
- A dated entry with duration and amount
- Per session
- Fuel reports stay free of vehicles with no tank
- No contamination
- EV energy sits with the vehicle's service record
- One module
Frequently asked questions
No. This is a record of sessions after they happen, not a charge point management system. It does not authorise a driver at a socket, start or stop a charge, stagger load across a depot so you stay under your sanctioned demand, or manage tariffs with a supplier. Those jobs belong to your charger vendor's own platform and to your electricity connection. What KO Fleetz owns is the operating record: which vehicle took how much, for how long, at what price. Ask a vendor selling both to show you where one ends and the other begins.
Because the conversion factor is invented and then forgotten. Any number you choose depends on your tariff, whether you charged at 2am on a depot supply or at a public point mid-route, and what diesel cost that week. Type it into a column once and it becomes a fact in every report that reads that column for the next three years, long after the tariff changed. Units and litres are different quantities. Comparing them at the level of money spent and distance covered is honest; comparing them by a made-up ratio only looks rigorous.
It gives you one side of that, which is the recorded energy cost per vehicle across real work. A full comparison needs purchase price, battery warranty terms, residual value, maintenance profile and how you finance the vehicles, and none of that lives in a session log. If you are building the case rather than tracking a fleet you already run, the EV vs ICE fleet cost calculator is the right starting point, and the charging history becomes the input that replaces its assumptions with your actual numbers once the vehicles are working.
As a session with an amount and a receipt behind it, entered the same way a fuel slip is entered, and reimbursed through the expense side. This is the least satisfying answer on the page and it is the true one. A public charge on a highway is somebody else's transaction on somebody else's network, and unless that network gives you a fleet account with an export, you find out about it from a paper receipt. The record is only as complete as the discipline around collecting them.
Not if it is set up with the right fuel type at registration, which is the one piece of housekeeping that matters here. An EV with no tank posts no fuel entries, so it contributes no litres and no false zeroes to a consumption figure. Where it goes wrong is a vehicle registered by copying an existing diesel record and changing the number plate. Then you have an electric truck that a report believes has a diesel tank, and it will sit at the top of your efficiency table forever.
No. Charging History records what happened during a session that has finished. It is not a live battery telemetry feed, it does not report state of charge while a vehicle is out on a route, and it will not warn you that a pack is degrading. State of health data comes from the vehicle manufacturer's own systems, and how much of it they expose varies enormously by marque. Treat this module as the energy and cost ledger for your EVs, and treat battery condition as a separate conversation with whoever sold you the vehicle.
Get your first electric vehicles onto the same record as the rest
Bring one EV, one month of charging bills and your current fuel report. We will show you what that report has been telling you since the vehicle arrived.