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Jul 2, 2020
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News EO
Jul 2, 2020

TuSimple Launches World's First Autonomous Freight Network

Based in the US and China, autonomous truck company TuSimple has initiated the world's first Autonomous Freight Network (AFN) in the US. The network will roll out in stages, consisting of digitally mapped truck routes, strategically located terminals and an autonomous operations monitoring system. The three major US logistics service providers, UPS, Penske and US Xpress, will each work with the startup to bring the project to life over three phases.  The company plans to first begin service between the cities of Phoenix, Tucson, El Paso, Dallas, Houston and San Antonio, from this year to 2021. Phase 2 kicks off in 2022 and runs until 2023 when it plans to expand its autonomous service coast-to-coast with a Los Angeles-to-Jacksonville route. Coming into 2024, the plan is to roll out phase 3 and provide autonomous shipping services nationwide in a total of 48 states.  Up until now, TuSimple has provided services to shippers and third-party logistics in seven fixed routes for four cities in the country. The company also intends to finish establishing a logistics transportation center in Dallas so that it can better serve clients located in the Texas Triangle city group. With the long-term view of implementing safe and effective driverless freight services in both China and America, TuSimple is leading the roll out and operation management of the first commercial self-driving truck fleet at scale.    

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Jun 24, 2020 · Jiemian News
Analysis EO
Jun 23, 2020
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Analysis EO
Jun 23, 2020

TuSimple: Start with the Low-Hanging Fruit

► Though the market size is relatively small, with an explicit application scene, an affordable technology, and a sound regulatory system, the autonomous truck is very likely to realize commercialization sooner than other self-driving vehicles. ► TuSimple aims to bring the most cost-effective autonomous truck solution to both Chinese and American shippers and logistics companies. ► The company’s backbone technology is a proprietary automotive-grade camera system co-developed with Sony Semiconductor, which unlike Waymo’s lidar-focus solutions, utilized customized HD cameras that are much cheaper than lidar. ► The dual-site deployment and the obsession with cost reduction put the company one step ahead of the commercialization process. A big opportunity in a small market IHS Automotive, the American automotive research firm, divides application scenarios for autonomous vehicles into four categories: last-mile delivery, autonomous trucks, fixed-route and Robotaxi. While the four businesses have the same core technology, they are very different in the commercialization process. Robotaxi has been the hottest in recent years. Many giant companies like Google, GM Cruise and Baidu are implementing their own Robotaxi fleets. Autonomous trucks, on the other hand, doesn’t share the same buoyancy. The once ambitious self-driving truck start-ups, including Otto and Starsky Robotics, were either acquired or declared bankruptcy. Even those who survived still don’t get as much support as Robotaxi operators do. Take for example Pony.ai and TuSimple, the two self-driving solution developers who both run their vehicles in both China and the US. Only the former has implemented Robotaxi, while the latter focuses on freight. While Pony.ai is still in the early rounds, its total funding exceeded TuSimple’s twice over. The vast gap could be the result of the dominant potential demand Robotaxi owns. According to Mobileye’s research, the market size of Robotaxi will be worth more than USD 16 billion by 2030, while the number by then will be USD 1,550 million for self-driving trucks, according to MarketsandMarkets.  But the size isn’t everything. While the self-driving taxi is expected to save operation companies 70%-80% of profit currently taken by the human drivers, according to WeRide’s research, in this stage, with the immature technology and stubbornly high R&D costs, the goal is not likely to be achieved soon.  Autonomous trucks, on the other hand, require easier technology and less costs. Since the trucks transport goods rather than humans, and run on highways mostly, they have lower bars on sensitivity and speed control, and thus cost way less than developing a self-driving passenger vehicle. Besides, according to the US Department of Labor, the median annual income for heavy truck drivers in the US is USD 42,480, surpassing the median annual income of USD 37,690 for all occupations in the nation. Two drivers are required in one truck during one trip. The autonomous truck can at least take one driver off the truck to save 50% of the expense.  Furthermore, fatigue driving problems still exist in freight companies. A report from the US Department of Transportation showed that, in 2016, fatal accidents related to heavy trucks in the US numbered 3,864, which is 11.2% of all vehicle fatalities during the year. Autonomous technology, however, will enable trucks to run safely for 24 hours nonstop, even in extreme weather, which can highly promote the efficiency and safety of freight while saving money.   The lower cost and tangible implementation have given the autonomous truck a great opportunity to achieve commercialization sooner than Robotaxis will. TuSimple intends to further speed up the process Founded in 2016, TuSimple, the Beijing and San Diego co-based autonomous driving company has been focusing on bringing the most cost-effective L4 autonomous driving solution for long-haul heavy trucks in both China and America. And it is leading on that track. Over the last five years, the company has secured a total of USD 298 million fundraising led by renowned capitals including Sina, Mando Corporation, CDH Investments and UPS, with a post-money valuation of over USD 1 billion.  In contrast with Tesla, which has again delayed its self-driving trucks’ time of delivery to 2021, TuSimple is the first and only to operate a fleet of autonomous heavy-duty semi-trailer trucks on pre-mapped shipping routes. It has provided door-to-door services to a total of more than 20 clients in the US, including UPS Express, Amazon and United States Postal Service (USPS). Three shipping terminals are implemented in Arizona, Tucson and Texas with three more under construction. The company is also running road tests in Fujian and Shanghai, China, even though the commercialization may come later due to regulatory restrictions. The Sina-backed company claimed that revenue reached USD 1 million per month in the second half of 2019. Still, it would only become profitable when the safety officers are no longer needed, and the company intends to go public at that time. The secret is the obsession for cost control One of the most significant reasons for TuSimple’s fast commercialization is its obsession with cost control. As known to all, lidar is an indispensable part of autonomous vehicles due to its excellent performance in ranging and resolution. It is the best solution for driverless cars to cope with complex road conditions. But the sensor, once exclusive to the military, also costs a considerable amount. The US lidar giant Velodyne sells its 64-channel lidar units for USD 80,000 each.  Faced with such a huge expense, TuSimple began to reflect on whether it is really necessary. And apparently, it’s not. Since the trucks spend 90% of operating hours on highways where they should face obstacle-free movement, the company realized that its truck doesn’t have to be so sensitive, but it has to see further than lidar because its long body requires a much longer safe braking distance. Unable to find a system on the market that fits its needs, the company leaders decided to create one by themselves. Partnered with Sony Semiconductor, TuSimple successfully produced its proprietary automotive-grade camera and vision system that can see 1000 meters away at night and in extreme weather, in May 2019. And most importantly, since the system is mostly based on HD cameras, it costs much less than lidar-oriented solutions. This integrated system started mass production since this April, jointly with ZF, the renowned German automotive supplier.  In addition, the company also did a good job on energy saving. A joint study by TuSimple and the University of California, San Diego shows that automated trucks can save up to 10% on fuel consumption with TuSimple’s self-driving system, and estimates that, if all medium-and-heavy-duty trucks in the US were equipped with the same system, USD 10 billion annual fuel cost would be saved. With a sound technology foundation, the company also benefited a lot from its duel-site operation strategy. While their cross-city trunk line shipping has already been commercialized in the US, they are also actively road testing in harbor roads and logistics parks in Shanghai,  to collect as much operation data from different road conditions as possible. The system is now refined by nearly 2000-hour and 30,000 miles of real-world road tests.  

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Mar 27, 2020 · bjnews
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Mar 27, 2020 · TuSimple
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Dec 31, 2019 · Sina technology
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Dec 30, 2019 · TuSimple
Analysis EO
Nov 29, 2019
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Analysis EO
Nov 29, 2019

WIM Salon | Future Mobility:Transportation and Mobility Revolution in China

Autonomous driving is a disruptive innovation that seems certain to change the automobile industry sometime in the near future. For some time now, there has been talk about how the global autonomous driving market is poised to stimulate dynamic growth – while obliging carmakers, owners and governments to adapt. Normally, the autonomous vehicle – or as many call it, the self-driving car is a vehicle that is capable of sensing its environment and moving safely on its own. On Nov 24, EqualOcean welcomed autonomous driving industry insiders and investors to WIM Salon, where they discussed the possibility of future mobility. Panel discussion The ‘mobility 4.0 revolution’ as a part of the 4th industrial revolution, is changing the rules of the transportation game and modern life. EqualOcean has combed the most-funded autonomous driving startups in China and we found that in China, both startups and the capital market have shown strong interest in this field since 2014. The discussion at our WIM Salon started with: How do you see china's revolution in the transportation and mobility industry? Co-founder and CEO of Lidar developer ZVISION Technologies Co., Ltd (北京一径科技有限公司), Mr. Shituo (石拓), said that transportation and mobility in the past 5 years have been impressive. Infrastructure has also improved, he added, which has helped accelerate this technology on the market. ZVISION is a Beijing-based company aiming at producing high-accuracy and performance lidar that everyone can deploy. Currently, it has completed three rounds of financing and is seeking to expand in Jiangsu to achieve mass production next year. As the General Partner of Vertex Ventures (祥峰投资), which has focused on AI, transportation, mobility and circulation industries since 2009, Mr. Xia Zhijin (夏志进) shared his opinion as an investor: “Autonomous driving will take longer to implement and commercialize in China or the US, but we are already seeing some of the startups in China doing well by providing ADAS or DMS solutions to OEMs. Personally, I am very optimistic." He also strengthened that regional diversity, such as the Mobike or Ofo story, cannot be easily copied in Europe, which means startups should think about the special situations that need to be solved based on local demand. Co-founder of Evoke Motorcycles, Mr. Sebastian Chrobok, also said that the revolution has been huge. He has been in China since 2005 and seen a huge expansion in last-mile transport and cross-country transport. Evoke is an OEM that makes cutting-edge motorcycles powered by battery. They found that the most interesting revolution in China is the speed of charging station growth. Enabling a car to run with little or no human input is much more complex than most people imagine, since the three key processes of an unmanned vehicle require advanced technologies. So how AI chips and algorithm has changed the autonomous driving in many ways? Mr. Shi: "I believe finally the massive deployment of AI in autonomous driving would be edge computing, which means all AI chips are deployed in the vehicles. So we also need to reduce the power comsumption of AI chips as we increase the computing power. In this way, I think the AI chip complexity should be simplified, while providing more computing power at lower power consumption for the massive applications in autonomous driving.” Mr. Xia: "We need more powerful chips in order to process the data that are generated by all the sensors. Therefore you need those chips in the car, not the cloud. Cloud computing takes 100s of milliseconds to process the data and send it back to the car, which is bad. Therefore we need an embedded system in the car to make the computing process instant. In the future, V2X infrastructure will become very important for autonomous driving. Roadside cameras, lights, etc. will be fed to your car which can help make decision making in terms of speed." Mr. Sebastian strengthened the importance of hardware; the majority has to happen in the hardware. “Vehicles in the past were still Windows 95 under the hood, and were not designed for mass computation. What they wanted to do at Evoke was take the internal computations of the car and put it into a bike. Therefore, the chipsets were not designed for the motorcycle conditions they wanted to put them in." In terms of the hardware, what are the pros and cons of lidar and camera? Mr. Shi believed that ultimately LiDar will be the future, especially for a higher level of autonomous driving: "Two campaigns are ongoing right now (Waymo vs. Tesla). They make their decisions based on the level of their autonomous solutions. Waymo needs to ensure 100% safety for passengers while Tesla takes less responsibility.  Mr. Xia thought that startups may not be able to become big players in autonomous driving as OEMs but can become OEMs’ suppliers: "we need capable hardware before we can have a sound autonomous driving system. It could take longer to see the commercialization of autonomous driving and is still very premature. It might still need 5 years to be able to see commercialization.”   Mr. Sebastian was not going to speculate for LiDAR or Camera: "They do very basic sensor technology. Autonomous driving, as a motorcycle rider, is scary because of how they are programmed and we need to be more concerned about 'what if' situations, like the acceleration rate of the motorcycle vs the autonomous software. Therefore, the human factor is the hardest to understand for these data-driven tech companies." Trucking or Robotaxi, which one will be the first form of automotive autonomy to take off commercially? Trucking and passenger Robotaxi are the most popular landing scenes for autonomous vehicles now – e.g. Waymo, the self-driving unit of Alphabet, which is focusing on ride-hailing, and TuSimple (图森未来) which focuses on developing Level-4 (SAE-standard) commercial autonomous driving truck solutions. The question of which will arrive earlier has been widely discussed. Mr. Xia thought that Robotaxi is the better choice and more feasible within cities because trucks face very different conditions on both highways and cities in China. Mr.  Shi believed other scenarios will commercialize even faster, such as delivery, road cleaning and trucks in harbors – those applications may ramp up in 2 years. Mr. Sebastian thought it will depend on the environment; the first arrival will happen in well-prepared industries with demand behind them.  Speed up the process Through 2018, we have seen a huge acceleration in investment in autonomous vehicle technology. According to KPMG, Europe and North America are more ready for this new mobility. The regional difference is huge, which shows the importance of testing, validation and homologation. The arrival of fully autonomous cars might be some years in the future, but companies are already making huge bets on what the ultimate archetype will look like. To speed up, we need more substantial progress on fundamental fronts – in the legal framework, infrastructure, investment and consumer acceptance, which will speed up the arrival of autonomous technologies. Another way to speed up the process, according to Mckinsey, would be to make the shift to integrated system development. Instead of the current overwhelming focus on components with specific uses, the industry needs to pay more attention to developing actual systems, especially given the huge safety issues surrounding autonomous vehicles.  World Innovators Meet (WIM) 2019 will kick off the automotive salon on Sunday, November 24th, 2019. The WIM Salon will then end with a big year-end party on Dec. 22, 2019.  Don't miss out and be sure to scan the QR below for more information!   

Analysis EO
Oct 12, 2019
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Analysis EO
Oct 12, 2019

Interview with Chen Mo: Mass Production Comes as Early as 2023

Founded in September 2015 and based in Shanghai and San Diego, TuSimple (图森未来) is one of the first batch of companies in China to develop Level-4 (SAE-standard) commercial autonomous driving truck solutions. Since August last year, the company has started small-scale commercial operations on Highway 10 in Arizona; it has been engaged by some large retailers and e-commerce platforms. According to the company, TuSimple has about 50 driverless trucks in China and the US. Each truck can generate thousands of US dollars a week at present by transferring goods. In the case of meeting research and development needs, the remaining vehicles are headed to the road for trial operation. However, the business is not profitable because each vehicle is equipped with a security officer and a tester who are both paid. Moreover, R&D costs and the salary of more than 500 employees amount to a sum much higher than the freight income. In an interview with EqualOcean recently, Chen Mo (陈默), the founder and CEO of the company, said that the profit could come soon in 2020 when the company was able to remove the people. By then, the company could break even in 2023 or 2024 once its self-driving vehicles reach mass production in two to three years. However, he also mentioned that the worst case might be that the autonomous driving startup breaks even in 2027. Bet on the US market Unlike many Chinese companies that have placed centers in China, TuSimple is more aggressive in developing its business in the US. There are very rational business considerations behind this. Chen Mo told EqualOcean that one of the reasons was higher overseas labor costs. According to the US Department of Labor, in May 2017 the median annual revenue of heavy-duty truck and large trailer drivers in the US was USD 42,480, while the corresponding annual income of Chinese drivers was about USD 14,028. While the cost of employing drivers is increasing, there is also a shortage of truck drivers. According to Bob Costello, chief economist at the American Truck Association, the number of drivers in the trucking industry reached 50,000 by the end of 2017. If the trend continues, the shortage of truck drivers may amount to more than 174,000 by 2026, which will inevitably lead to higher employment costs. In addition to the cost of employment, relatively sound autonomous driving laws and regulations are one of the issues that prompts TuSimple to actively expand in the US market. According to Chen Mo, there are 16 states in the US where autonomous driving companies can conduct autonomous driving road tests and four states where companies can conduct commercial trial operations. It is expected that, by the end of 2020, all states in the nation will open autonomous driving road tests. In contrast to China, the US has better commercialization scenarios, and any Chinese autonomous driving company that does not launch a commercialization process overseas will not be able to fulfill large-scale commercialization in China. The quality and cost of trucks also prompted TuSimple to increase its bet on the US market. Relatively speaking, China's OEMs are less mature than those in Europe and the US. For instance, they have backward development of line control systems. For the same line-controlled truck, the cost is cheaper abroad. Achieve mass production as early as 2023 TuSimple's current business model is simply to use driverless trucks to help people transport goods and dig deep in the logistics field. Chen Mo said that TuSimple directly cooperated with OEMs in China and the US and shared revenues. In other regions, such as Japan, Korea, Australia and Europe – where the company does not operate business currently – TuSimple may choose to rent out self-driving technology and charge license rental fees. At present, TuSimple has 18 partners, including shippers and OEMs. Most of TuSimple’s clients are taking its autonomous trucks on trial currently, and large-scale applications of self-driving trucks will emerge after the vehicle costs become lower than the existing labor costs. Only after the software is ready will clients choose to place orders – by then OEMs will be willing to do mass production, as it takes a long period and large investment to prepare hardware parts. Chen Mo expects that TuSimple's self-driving trucks will drive out and start receiving orders in 2021 and achieve mass production in 2023 or 2024 when costs begin declining. Since the company's inception, TuSimple has received a total of USD 298 million in financing. Investors include Sina, NVIDIA, Compound Capital, ZP Capital, CDH Capital, UPS and Mando Corporation. Among them, Compound Capital, ZP Capital and CDH Capital are financial investors. On September 17, TuSimple completed an extended Series D round and received USD 200 million in funding. Chen Mo told EqualOcean that the company started the D round of financing in October last year, but due to the deterioration of the economic environment and downturn of the capital market, it finally completed the financing in September, which took much longer than expected. When it comes to introducing investors, Chen Mo said that TuSimple welcomed equity investment from upstream and downstream industries. For example, the US logistics company UPS and the Korean automotive Tier 1 supplier Mando Corporation were introduced in Series D. At the same time, he said that the news that Amazon was in talks to acquire TuSimple was fake news, but the two companies did have a conversation in terms of investment. Although the environment of China's capital market is not good, TuSimple seems to have no capital concerns. When talking about most Chinese Level-4 companies having to turn to the lower level (Level 2 and Level 3) development due to funding problems, Chen Mo said that TuSimple did not consider the Level 2 and Level 3 markets at all, because the company's advantages lie in the Level 4 software algorithm and lower level of autonomous driving can emphasize hardware parts more compared to Level 4. He said, “You cannot just do Level 2 or Level 3 algorithm alone.” However, he also admitted the biggest problem the company may potentially confront may be the company’s lack of cash flow to support driving out, which is a common problem for all Chinese autonomous driving companies. Target Waymoo and Daimler In China, the competition in self-driving truck industry is becoming fierce. When talking about competition, Chen Mo said: “After 2015, the window period of the autonomous driving truck field has gradually passed, and new startups cannot have enough resources to survive.” In the eyes of Chen Mo, in the market and technical strength considerations, his opponents are just Waymoo and Daimler. The former ported its mature passenger car driverless system to the truck. In March last year, it began to use the self-driving truck to transport goods in Atlanta's data center, using the same set of custom sensors as its passenger car. The traditional car companies represented by the latter are also stepping up to make driverless trucks. Chen Mo is a serial entrepreneur. Before creating TuSimple, he founded a number of companies covering the fields of advertising, gaming and used car transactions. Talking about the difficulties of cross-industry entrepreneurship, he said: “The main thing is to master the essence of doing business: learn to match resources and formulate strategies.”

News EO
Sep 17, 2019
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News EO
Sep 17, 2019

TuSimple Closes Extended Series D Seizing USD 120 Million

Chinese leading self-driving truck company TuSimple announced today that it completed an extended round of funding on top of the Series D, raising USD 120 million. The company has nabbed in total financing of USD 215 million from the extended Series D financing since February. TuSimple is a global autonomous driving truck company based in San Diego and operating self-driving trucks out of Tucson, Arizona. Founded in 2015, the company is developing a commercial-ready Level 4 fully autonomous driving solutions for the logistics industry. TuSimple’s trucks are the first and only capable of self-driving from depot to depot and do so every day for its customers. The extended Series D was led by Sina, a Chinese online media company, with participation of UPS, CDH Investments and tier 1 automotive parts manufacturer Mando Corporation. According to IT juzi, the Series D+ accounts for a 10% company stake. Early on February 13, Sina infused USD 95 million to the self-driving truck company, starting Series D funding of TuSimple. A month ago, American logistics giant UPS announced its investment in TuSimple but neither company disclosed funding amount at that time. Prior to the funding, existing shareholders include Sina, NVIDIA, ZP Capital and Fuhe Capital. So far, the private-held company has raised in total of USD 298 million from six institutional investors, boosting its valuation to USD 1.2 billion. Proceeds from the Series D+ will be used to expand driverless freight truck services and deepen collaborations with vehicle manufacturers and tier 1 suppliers, according to the people who know this matter. “Although autonomous driving is not a new concept at the moment, it is a disruptive technology for logistics scenarios with chip development and lower hardware costs,” CDH Investment’s partner Ying Wei (应伟) said when talking about underlying investment rationale. New investor Mando Corporation is a Korean tier car parts supplier who has partnerships with many global OEMs such as GM, Nissan and Hyundai. Its chief financial officer Jae Chung said TuSipmple’s advanced autonomous driving technology and strong market potentials are key factors for Mando to invest in the self-driving truck company. As an autonomous driving startup focusing on truck freight, TuSimple’s Level 4 self-driving trucks are able to realize commercial depot-to-depot delivery. According American Trucking Association, there is a gap of 63 thousand truck drivers in American logistics industry, and the number is estimated to be 176 thousand in 2026. With aging of population and fast industry development, there will be deficient truck drivers in a few years. In the meantime, driverless trucks also have tremendous room in labor intensive country like China, Due to heavy labor intensity, truck drivers tend to be weary in body easily, which is highly dangerous on road. TuSimple expects that autonomous driving technology can effectively enhance safety level while reduces around 30% delivery costs. TuSimple was licensed to conduct road test on American highway in June 2017. It is now serving 18 clients in the U.S. and cooperating with UPS on commercial shipment services in Arizona. There are 3.7 million truck in the U.S. nowadays. The company’s founder and chief executive officer Chen Mo said the company aimed to achieve 10% market penetration rate 10 years after its founding, with around 300 thousand driverless trucks under management.

Analysis
Sep 17, 2019 · EO company
Analysis
Aug 16, 2019 · leiphone
News EO
Aug 16, 2019
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News EO
Aug 16, 2019

Robo-trucking Firm TuSimple Nets Funding from UPS

China’s Robo-trucking firm TuSimple grabbed a new investment from UPS this week to speed up its commercialization process ahead of competitors like Nuro and Aurora. The new funds followed a USD 95 million Series D round of funding in February that boosted the company’s valuation to upwards of USD 1 billion. Neither TuSimple nor UPS's venture capital arm disclosed the funding amount.  UPS now is using TuSimple’s technology to test autonomous driving cars in Arizona to boost on-road safety and efficiency. UPS moved about 21 million packages per day last year. As it continues to invest in a smart global logistics network, it has expanded its cooperation with TuSimple by not only using TuSimple’s services but also taking a minority stake in the startup.  Cooperation with a delivery firm isn’t rare for TuSimple. United States Postal Service (USPS) has worked with TuSimple for two weeks to run its driverless trucks on the more than 1,600-mile route connecting the Postal Service’s distribution centers in Phoenix, Arizona, and Dallas, Texas. TuSimple claimed it can save 30% of the costs during the trip.  TuSimple’s backers have been busy. In May, Amazon was reportedly in talks with TuSimple to acquire the firm; Rumors started to swirl in June that the company was edging closer to a USD 200 million deal involving existing investors Sina and China’s leading PE investment firm CDH Investments June. In the world of self-driving truck technology, competition has heated up already: Uber, Waymo, Amazon-backed Aurora and Softbank-backed Nuro have all begun research on automated trucks. Though the adoption of autonomous driving in logistics has become inevitable, several incidents resulting in fatalities or injuries by Tesla and Uber cars have alarmed regulators and the public.  “While fully autonomous, driverless vehicles still have development and regulatory work ahead, we are excited by the advances in braking and other technologies that companies like TuSimple are mastering," said Scott Price, UPS chief strategy and transformation officer, in a news release.

News EO
Jun 20, 2019
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News EO
Jun 20, 2019

Sina-backed TuSimple to Close USD 200 Million Series D Round of Funding

China’s robo-trucking company TuSimple (图森未来) sets to close its USD 200 million Series D round funding, reported by China’s auto media Chezhi on June 20. The transaction was led by Chinese technology and media firm Sina Corp. and CDH Investment, which put USD 100 million in the company, respectively. The former already invested USD 95 million, as TuSimple announced on Feb 13. With the reportedly latest infusion, the Beijing-based company has received a total amount of USD 305 million (rounds with undisclosed amount of money excluded) from its investors since its inception. Sina participated in three rounds of financing and keeps on adding more money as TuSimple's valuation soaring. In 2017, AI chip maker NVIDIA infused millions of dollars and undisclosed money in TuSimple, in April and August. Back in May, Amazon tried to acquire TuSimple. The deal, however, seems to fell down as TuSimple received this round of money. With an aim to push its autonomous driving products into commercialization, the company has cooperated with the United States Postal Service (USPS) to start a pilot program that marks its milestone to foray beyond the Arizona area. The company runs three to five commercial trips a day on three different routes in Arizona, serving 12 contracted clients, the company claims. Logistics-focused autonomous driving Chinese startups saw a harvest month in June. Tuesday, GLP-backed Inceptio Technology (赢彻科技) announced it has sold hundreds of intelligent trucks to Yimidida (壹米滴答), a leading China’s LTL (Less than Truckload) firm.

News
Jun 14, 2019 · Internet of things
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