From a logger you read after the loss to control while it moves.
The reefer carrier's instrument has been a logger you download at the dock — it documents a loss it can never prevent. Navixy binds the reefer's own J1939/CAN controller — setpoint, supply and return air, alarms, fuel, run-hours, mode, and two-way commands — to independent per-zone cargo probes, on solar or battery so an unhooked trailer keeps reporting, with store-and-forward closing every dead-zone gap.
The reefer says it's fine — that's exactly the problem
A reefer trailer is a moving airflow system, not a uniform cold box: the unit's sensors sit in the unit, not the load. Trusting the display alone is how a load arrives out of spec while every unit log reads green — and how the after-trip logger only confesses once the cargo is already condemned.
An after-trip chart documents a loss it can't prevent
Download-after-trip loggers, strip charts and USB recorders are read at the dock — by then the excursion is historical and the load is already condemned or in dispute. An after-the-fact record can win or lose a claim, but it can never trigger an intervention while the truck is still moving. Preventive control needs per-packet telemetry off the moving asset, not a file pulled at delivery.
An after-trip chart can win a claim — it can never save the load. The alert has to fire while the truck is still moving.
Unhooked in a yard, monitoring dies when it's needed most
Drop-and-hook and trailer-pool operation leaves a loaded reefer staged with no tractor power for hours or days — exactly the long, unattended dwell when a unit can quietly fail, a door can open, or fuel can run dry. A solar/battery gateway and long-standby probes keep reporting off vehicle power, so the dwell is still covered.
One band can't judge frozen and chilled at once
A multi-temp trailer runs a frozen compartment (≈ −18 °C) and a chilled one (0–6 °C) at the same time. A single fleet-wide alarm band set for frozen misses the chilled zone's breaches; set for chilled it cries wolf on the frozen zone — so dispatchers learn to ignore reefer alerts. The fix is a probe and an independent threshold per zone.
Run-mode is chosen at the unit and never audited
A trailer TRU runs roughly 2,200 hours a year (CARB) and can burn close to a gallon an hour. Continuous-run holds the tightest temperature but burns the most fuel; cycle/start-stop and ECO modes cut fuel for cargo that tolerates some variability — yet mode is set at the unit and nobody correlates it against actual in-box temperature.
Find a failed pre-trip before the dock, not at it
A reefer Pre-Trip Inspection (PTI) is the unit's functional self-test producing a PASS/FAIL before cargo loads. Run only manually at the dock, a FAIL surfaces with the trailer spotted and the load waiting — the most expensive moment. A remote pre-trip command turns that FAIL into a maintenance ticket before dispatch.
Dropped in the yard, the reefer quietly ran its tank dry
Drop-and-hook leaves a loaded, pre-cooled trailer staged with no tractor power. The TRU runs on its own diesel; across a long unattended dwell the tank empties, the unit stops, and the box warms with nobody on site. A vehicle-powered tracker went dark hours ago — a self-powered gateway is the only thing that still raises the alert.
- Loaded frozen at −18 °C, pre-cooled — then dropped in the yard
- Unattended dwell on the TRU's own fuel, no tractor power
- Fuel runs out — the unit shuts down with nobody on site
- Box warms past the −15 °C ceiling, the unit dead
- Self-powered gateway alerts; yard team refuels and restarts
- Back in range — the dwell excursion is on record
- Unattended dwell
- 14 h Unattended dwell
- Fuel-out at
- hour 9 Fuel-out at
- Caught
- off tractor power Caught
From the reefer's own bus to audit-ready proof, in four moves
The same composable platform behind fleet and field operations, configured for the reefer trailer — OEM-agnostic across the unit, the load, the power, and the proof.
- 01
Bind the reefer's own controller
Read the unit over CAN / J1939 — setpoint, supply/return air, alarm codes, fuel, run-hours, mode and power-state — via OEM telematics (Thermo King, Carrier Transicold) or a third-party gateway, and add two-way commands: remote pre-trip, setpoint, run-mode, defrost and clear-alarms.
- 02
See the load, not just the unit
Independent per-zone 1-Wire / BLE probes ride in the cargo — front, middle, rear and at the door — read against the unit's supply/return air. Solar or battery power keeps unhooked trailers reporting, and on-board store-and-forward (plus satellite on intermodal) closes cellular dead zones.
- 03
Decide per zone, escalate by owner
Per-zone virtual sensors carry independent IoT Logic rules; supply-vs-load divergence and rate-of-change catch a warming load before an absolute limit, and an escalation ladder routes each real alert to a named owner with a first action — command the unit, dispatch, or reroute.
- 04
Prove it — and optimize the asset
IoT Query assembles MKT, time-out-of-range, run-mode vs in-box temperature, and fuel / run-hours by lane and asset into audit-ready proof-of-condition and trailer-pool utilization KPIs — supporting FSMA and GDP, settling claims, over an open API, white-label.
Speak the reefer's own language — across any make, model and OEM
A reefer trailer is a four-layer capture problem: the unit's controller, the load, the power and connectivity, and the operating context. Navixy normalizes all four into one data model across 2,500+ device models, so a carrier or integrator isn't locked to one OEM gateway or one monolith — and gets two-way control where the unit supports it.
- Reefer unit over CAN / J1939 — setpoint, supply/return/ambient air per zone, alarm codes, fuel, run-hours, mode and power-state — via OEM telematics (Thermo King TracKing, Carrier Lynx Fleet) or a third-party CAN gateway across mixed fleets
- Two-way control where the unit supports it: remote pre-trip (PTI), setpoint, run-mode, defrost and clear-alarms — so a fault becomes a maintenance ticket before dispatch
- Independent per-zone cargo probes — 1-Wire (~1/16 °C) or EN 12830 / ISO-17025-class BLE loggers — placed front/middle/rear and at the door, read against the unit's air sensors, not instead of them
- Self-powered solar / battery gateways and long-standby sensors keep unhooked, pool-staged trailers reporting; on-board store-and-forward (and satellite / dual-mode on intermodal) closes every dead-zone gap
- Per-zone IoT Logic rules and an escalation ladder, then IoT Query MKT / time-out-of-range / utilization KPIs and audit-ready proof export over an open API, white-label
One model across 2,500+ device models — keep your reefer OEM telematics or add a third-party CAN gateway; the rules, proof and API stay the same across mixed and contractor fleets.
Turn the trailer into the proof — not the dispute
A carrier that measures first-hand — the reefer over CAN, independent per-zone probes, GPS and door, all time-synced — owns the chain of custody instead of relying on a shipper's word. The same telemetry that wins a rejected-load claim also turns drop-trailer pools into intelligent, utilized assets: dwell, turn times, and 'is this trailer loaded, pre-cooled, and where?'
- First-party reefer + per-zone condition, time-synced with GPS and door — your record, not a shipper's estimate
- One proof-of-condition pack settles a claim and satisfies FSMA / GDP reporting
- The same data drives trailer-pool utilization — dwell, turn times, loaded/pre-cooled/where
What reefer carriers & integrators ask
See the load while it moves — and command the reefer that carries it
Tell us your fleet mix, reefer makes, and lanes. We'll map the J1939 gateway or OEM-telematics path, per-zone probe placement, the solar/battery and store-and-forward plan, the per-zone IoT Logic rules and escalation ladder, and the IoT Query proof and utilization exports — so you intervene in-trip instead of proving the loss after.