How would you explain your business model?

We monetise the supply side. The driver app and the fleet portal basics are free, with paid enterprise features. Charge point and depot operators pay 2.5 ct/kWh on the sessions we route to them, fixed per kWh rather than as a share of the energy price. The operator pays because the session would not otherwise have taken place. Their assets are idle; we deliver the truck. Own-fleet sessions cost nothing, and standard OCPI/OCPP integration is included. The arithmetic per truck: 120,000 km a year at 1.4 kWh/km is 168 MWh. Excluding the ~10% charged at the fleet's own depot, 151 MWh crosses partner and public infrastructure. That is €3,780 per truck per year, €315 a month. Free access on the demand side is the strategy, not a promotion. Every truck we sign becomes supply we can sell to the next depot, and the 80% of European freight that is sub-contracted owns no infrastructure of its own.

What makes your idea unique compared to your competitors?

Real-time dynamic re-scheduling and re-routing, running end to end from the dispatcher's desk to the cab. Scheduling begins long before the trip. Freight managers, fleet managers and dispatchers pre-plan and pre-schedule routes days ahead, either in the FLYYT portal or out of their existing TMS or FMS through our API. The driver app fetches those planned trips. A driver can equally create and run a trip on the spot .Geo-fencing is the base technology. FLYYT schedules a charging stop against a geo-fenced location and signals the site as the truck approaches. That is scheduling, not booking, and it is the point: it works against infrastructure that operates no slot system at all, which is most of Europe's charging capacity. Where a location does run a booking layer, as Deutschlandnetz sites do, FLYYT reaches it through partners such as Bosch and places the reservation there, so those sites sit in the same schedule as every other stop. Six data layers, monitored live. Traffic, charge point status via OCPP, weather, elevation, vehicle state of charge and weight, and grid price. When any of them moves, FLYYT notifies the charge point, the dispatcher, the TMS and any other connected system, then holds, delays or shifts the scheduled charging session. Where the trip no longer works, it re-routes the trip. All of this resolves inside the algorithm and the backend, automatically and in real time. The chain from dispatcher to driver is seamless: no manual step, no phone call, no re-entry anywhere along it. The dispatcher sees a plan that still holds. The driver sees one charging stop that is still correct on arrival, and never sees the re-planning that kept it correct. Neutral by design. FLYYT schedules across four energy pools: private depots on industrial tariffs, public HPC, stranded post-EEG solar, and demand-flex. Every charging network and every truck brand is treated the same, so a mixed fleet runs on a single layer. Preferences are set by the fleet managers: a fleet can name its preferred networks and charging locations, and the algorithm schedules around them. The demand-side position. Asset owners build the chargers. FLYYT owns the fleet relationship and therefore determines which kWh is sold, which is why CPOs treat us as a demand channel rather than a competitor.

Where do you see your company in the next 5 years?

2026 — Germany as the launch market. Commercial launch, two OEM test fleets running, first depots and CPOs live end to end on Ampeco.

2027 — the default routing layer for European e-trucks. Remaining major CSMS platforms connected. N1 vans added, multiplying the addressable vehicle base. CarPlay and Android Auto in the cab.

2028–2029 — the energy layer. Cross-border corridors carry the volume, since that is where mixed-network trucks fail hardest. 1,400 trucks on plan. Routing data becomes the asset: we begin buying energy for fleets individually too small to negotiate, and shifting charging into off-peak and grid-flexible windows.

2030–2031 — the clearing layer for European truck energy. Between 290,000 and 400,000 e-trucks consuming roughly 20 TWh a year. The €200bn Europe spends annually on truck fuel is migrating to electrons, and it will not migrate into 27 national charging silos. It requires one neutral, interoperable layer. We intend to be it.