TuSimple

Cover Block

Publicly reported

Field	Value
Company	TuSimple
Tagline	Developing SAE Level 2+ through Level 4 self-driving systems for long-haul heavy-duty trucks [LinkedIn]
Headquarters	San Diego, California [registry.deploy.report]
Founded	2015 [registry.deploy.report]
Stage	Exited
Business model	Hardware + Software
Industry	Logistics / Supply Chain
Technology	AI / Machine Learning
Geography	North America
Growth profile	Venture Scale
Founding team	Co-Founders (2): Xiaodi Hou, Mo Chen [registry.deploy.report]
Funding label	$100M+
Total disclosed funding	~$528,000,000, based on confirmed Series D and Series E rounds [TechCrunch, February 2019] [employbl.com]

Links

Publicly reported

• Website: https://drive4tusimple.com/
• LinkedIn: https://www.linkedin.com/company/tusimple

Summary and Signal

PUBLIC TuSimple built self-driving systems for long-haul heavy-duty trucks, and it merits attention because it reached unicorn status early, paired autonomy software with a freight-network model, and later became a case study in how technical progress can be overtaken by governance and strategic disruption [TechCrunch, February 2019] [TechCrunch, October 2022] [TechCrunch, January 2024]. Founded in San Diego in 2015 by Xiaodi Hou and Mo Chen, the company focused narrowly on trucking rather than passenger vehicles, a choice that gave it a clearer commercial wedge on repeatable highway routes and early contracted demand, including 12 customers reported in early 2019 [registry.deploy.report] [TechCrunch, January 2019].

Its core offering combined SAE Level 2+ through Level 4 autonomy for trucks with an Autonomous Freight Network that was described as more than an onboard driving stack, incorporating mapped routes, terminals, and operations software such as TuSimple Connect [LinkedIn] [TTNews] [TechCrunch, October 2022]. That architecture mattered because TuSimple appears to have been selling a service model around freight capacity, not only licensing software, which could have improved strategic control over deployment if the network build-out proved durable [Dealroom] [FreightWaves].

The founding team had unusually relevant technical credentials on paper. Hou held a PhD in Computation and Neural Systems from Caltech, and public reporting consistently linked him to the company’s AI and autonomy strategy, while Chen later became associated with Hydron, a separate trucking venture that became central to later scrutiny around TuSimple’s governance and disclosures [alphaxiv.org] [CompassList] [TechCrunch, November 2022].

On capital formation, the publicly grounded record here supports at least a $95 million Series D in February 2019 led by Sina Corp. and a later $350 million Series E in 2020, implying disclosed funding of roughly $445 million across those two rounds alone, while the broader structured record used for this report points to about $528 million disclosed in total [TechCrunch, February 2019] [employbl.com]. The business model was hardware plus software with a freight-services layer, and strategic investors such as Navistar, Volkswagen, Nvidia, and UPS suggest that industrial partners saw enough commercial logic to back the platform during its scaling phase [employbl.com] [TechCrunch, December 2020].

The next 12 to 18 months are less about execution milestones than about interpreting the company’s end state. Public reporting indicates TuSimple announced plans to delist from Nasdaq in January 2024, while later company disclosure shows a December 2024 rebrand to CreateAI focused on AI for animation and gaming, which places the original autonomous-trucking thesis firmly in retrospective mode for investors evaluating technology transfer, asset continuity, and whether any trucking IP remains strategically relevant under the new identity [Investing.com, January 2024] [PRNewswire, January 2024] [CreateAI Holdings Inc., December 2024].

One source, partially checked -- This section relies on a mix of independent reporting, company profile material, and database records, with several product and business model claims only partially corroborated by independent sources.

Taxonomy Snapshot

Axis	Value
Stage	Exited
Business Model	Hardware + Software
Industry / Vertical	Logistics / Supply Chain
Technology Type	AI / Machine Learning
Geography	North America
Growth Profile	Venture Scale
Founding Team	Co-Founders (2)
Funding	$100M+ (total disclosed ~$528,000,000)

Company Overview

PUBLIC

TuSimple’s public footprint starts with a straightforward operating fact set: the company was founded in 2015 in San Diego, California, and focused on autonomous systems for long-haul trucking [registry.deploy.report]. Public company profiles identify Xiaodi Hou and Mo Chen as co-founders, and describe the business as building self-driving technology for heavy-duty freight vehicles rather than passenger cars [registry.deploy.report] [LinkedIn].

The chronology that is cleanly supportable from the cited company records is narrower than the company’s broader public narrative, but still useful. By February 2019, TuSimple had reached a post-money valuation of $1.095 billion after a $95 million Series D round, according to contemporaneous reporting that tied the financing to its early commercial operations [TechCrunch, September 2019] [TechCrunch, February 2019]. By late 2020, public company databases listed a further $350 million Series E financing, which pushed disclosed funding well past the half-billion-dollar mark on the sources available here [employbl.com] [TechCrunch, December 2020].

The later chapter is defined less by expansion than by corporate change. In January 2024, the company announced plans to voluntarily delist from Nasdaq and terminate SEC registration, a step covered by both the company’s wire release and independent reporting [PRNewswire, January 2024] [TechCrunch, January 2024]. In December 2024, CreateAI Holdings said TuSimple had rebranded to CreateAI, indicating a formal shift away from the original autonomous-trucking identity [CreateAI Holdings Inc., December 2024].

One source, partially checked -- Core founding details are corroborated by company-profile sources, but this section relies in part on company and database records rather than Crunchbase, company website, or state filing evidence alone.

The Product and the Stack

Product Scope

MIXED TuSimple built self-driving systems for long-haul heavy-duty trucks, with public descriptions spanning SAE Level 2+ driver assistance through SAE Level 4 autonomy [LinkedIn] [Robotics 24/7]. The product concept was narrower than general-purpose autonomous driving and more specific than a software-only stack: the company framed the system around highway freight operations, where route repetition and terminal handoffs could make autonomy easier to commercialize than dense urban driving [LinkedIn] [TechCrunch, October 2022].

Public reporting also points to an operating model that went beyond the vehicle itself. TuSimple promoted an Autonomous Freight Network, or AFN, that combined autonomous trucks with mapped routes, terminal infrastructure, and freight operations tooling, including a monitoring system called TuSimple Connect [TechCrunch, October 2022] [TTNews]. In 2019, TechCrunch reported that the company was already running three to five fully autonomous trips per day for customers on three Arizona routes and had 12 contracted customers, which is useful mainly as evidence that the product was tested in recurring commercial corridors rather than only in closed demos [TechCrunch, February 2019].

Technical Architecture and Commercial Readiness

MIXED The technical stack is only partly visible from public evidence, but the available record is consistent on the core architecture. TuSimple's truck autonomy system was designed for Class 8 long-haul use cases, and one reported hardware dependency was Nvidia's Drive Orin system on a chip, indicating a high-performance onboard compute layer for perception and planning workloads [San Diego Business Journal]. Separately, TuSimple and Navistar said they were co-developing SAE Level 4 self-driving semi-trucks, with production targeted for 2024, which suggests the company was working toward an integrated vehicle platform rather than a retrofit-only software package [Inside Unmanned Systems].

That said, the evidence base becomes less firm when the discussion moves from demonstrated capability to scaled deployment. The AFN vision, including a planned corridor stretching from Los Angeles to Jacksonville with partners such as UPS, Penske Truck Leasing, US Xpress Enterprises, and McLane, was publicly described as an announced network design rather than a fully built commercial system [kr-asia.com] [FreightWaves]. Investors should read the technology here as credible on specialization and system ambition, but only partially verified on production readiness from the public record supplied.

One source, partially checked -- Built from a mix of company descriptions and single-source trade and press reporting; core product scope is corroborated, but several commercialization details remain only partially verified.

The Market They Are Entering

PUBLIC

Autonomous trucking remains one of the few autonomy markets where the economic case can be stated in freight terms rather than consumer convenience, and that matters because TuSimple positioned itself against a very large existing spend base in long-haul transportation rather than trying to create a new category [LinkedIn] [TechCrunch, October 2022].

The public evidence here does not support a clean TAM, SAM, and SOM build for TuSimple's exact operating segment from a named third-party market study, so the most defensible starting point is the adjacent freight market the company itself and outside coverage referenced. TuSimple said it was targeting the global truck freight industry, which it described as a $4 trillion market, while TechCrunch's sponsored profile framed the company around supply-chain bottlenecks and highway freight economics rather than a narrower software budget line [LinkedIn] [TechCrunch, October 2022]. That figure is company-linked rather than independently sized for autonomous trucking adoption, so it is better read as an analogous market ceiling than as serviceable demand for TuSimple's product.

Public operating signals suggest the company was pursuing a specific wedge inside that broader freight market: repeatable long-haul lanes with commercial customers already under contract. By January and February 2019, TechCrunch reported 12 contracted customers and three to five fully autonomous trips per day on three Arizona routes, which indicates early demand concentrated in structured corridor freight, not network-wide autonomy across all trucking use cases [TechCrunch, January 2019] [TechCrunch, February 2019]. The Autonomous Freight Network thesis pushed that logic further by combining mapped routes, terminals, and operations software, effectively placing TuSimple in the overlap between trucking capacity, telematics, and logistics network orchestration rather than in vehicle autonomy alone [TTNews] [Heavy Duty Trucking] [TechCrunch, October 2022].

The demand drivers surfaced in the record are mostly operational. The company and its backers tied the product to lower-cost freight movement, safer highway operations, and the ability to add capacity on high-volume lanes, while strategic names such as UPS, Navistar, Volkswagen, and Nvidia in the funding history suggest that shippers, OEMs, and compute suppliers all saw at least some option value in truck automation if the technical stack proved reliable [TechCrunch, December 2020] [TechCrunch, February 2019] [San Diego Business Journal]. A separate tailwind was network design: the AFN concept assumed autonomy would commercialize first on pre-mapped interstate corridors with terminal handoffs, a narrower go-to-market than urban robotaxis and one that arguably lowers operational complexity at the start [TTNews] [Heavy Duty Trucking].

Adjacent markets matter because they shape both substitution risk and expansion paths. For customers, the immediate substitute is still conventional long-haul freight moved by human drivers, supported by existing broker, carrier, and leasing relationships; for autonomy developers, adjacent categories include passenger-vehicle self-driving stacks, warehouse and yard automation, and hydrogen or electric truck platforms when those are paired with advanced driver systems [TechCrunch, February 2019] [PRNewswire, June 2022]. TuSimple's own framing around freight capacity as a service suggests it was not only competing with other autonomous trucking developers, but also with incumbent transport procurement models where reliability, insurance, and lane economics matter more than software novelty [Dealroom] [FreightWaves].

Regulatory and macro forces cut both ways. On the supportive side, the product narrative benefited from persistent supply-chain pressure and the appeal of adding highway capacity without a proportional increase in labor inputs, themes that appeared repeatedly in public coverage of the company [TechCrunch, October 2022]. On the constraining side, autonomous trucking is unusually sensitive to safety oversight, public-road permissions, cross-state operating rules, and corporate governance credibility; by 2022, reported investigations involving the FBI, SEC, and CFIUS around TuSimple's relationship with Hydron added a non-technical overhang that could affect customer trust and commercialization timing even if the core autonomy system continued to progress [TechCrunch, November 2022] [Reuters, October 2022]. The January 2024 decision to delist from Nasdaq and terminate SEC registration also marked a material change in market context, because reduced public-market scrutiny can simplify restructuring but usually narrows external visibility for partners and investors evaluating execution risk [Investing.com, January 2024] [TechCrunch, January 2024] [PRNewswire, January 2024].

Cited market or demand signal	Figure	Framing
Global truck freight industry	$4T	Analogous market, company-linked framing rather than independent autonomous trucking TAM [LinkedIn]
Contracted customers	12	Early commercial demand signal on reported Arizona operations [TechCrunch, January 2019] [TechCrunch, February 2019]
Fully autonomous trips per day	3 to 5	Early corridor-density signal on three Arizona routes [TechCrunch, February 2019]

The table underscores the gap between market ambition and verifiable segment sizing. The addressable spend base was large, but the public evidence is much stronger on corridor-level demand signals than on any independently measured autonomous-trucking market size.

One source, partially checked -- Section relies on one independent news source for most operational demand signals, with additional company-linked and trade-publication framing for market definition.

The Competitive Field

MIXED

TuSimple sat in the truck-autonomy field as a capital-intensive full-stack operator, closer to Aurora and Kodiak than to generic ADAS vendors, with its differentiation resting on a truck-specific autonomy stack and an Autonomous Freight Network concept rather than a pure software licensing pitch [LinkedIn] [TechCrunch, October 2022] [Robotics 24/7] [Dealroom].

Company	Positioning	Stage / Funding	Notable Differentiator	Source
TuSimple	Autonomous driving systems for long-haul heavy-duty trucks, spanning SAE Level 2+ through Level 4, with an Autonomous Freight Network model	Exited; disclosed funding of about $528 million across identified rounds	Combined truck autonomy stack with mapped routes, terminals, and freight operations under the AFN concept	[LinkedIn] [TechCrunch, October 2022] [TechCrunch, February 2019] [employbl.com]
Aurora	Named competitor in autonomous trucking	Not established in the provided evidence	Presence in the same autonomous trucking set	[Structured Facts]
Embark	Named competitor in autonomous trucking	Not established in the provided evidence	Presence in the same autonomous trucking set	[Structured Facts]
Kodiak	Named competitor in autonomous trucking	Not established in the provided evidence	Presence in the same autonomous trucking set	[Structured Facts]
Waymo	Named competitor in autonomous trucking	Not established in the provided evidence	Presence in the broader self-driving set, including truck autonomy competition by category	[Structured Facts]
Ike	Named competitor in autonomous trucking	Not established in the provided evidence	Presence in the same autonomous trucking set	[Structured Facts]

The table is thin by design.

A workable map of the field has three layers. Third are substitutes, meaning incumbent carriers and fleet operators using conventional trucks and driver-assist systems, which remain the practical benchmark because any autonomous freight model has to beat existing service reliability and unit economics, not just other autonomy startups [TechCrunch, February 2019] [Heavy Duty Trucking] [TTNews].

TuSimple's clearest edge, on the public record, was that it tried to compete as a network builder rather than only a component supplier. The AFN concept bundled autonomous trucks, digitally mapped routes, terminals, and the TuSimple Connect monitoring layer, which is a broader operational claim than simply shipping a driver-out stack [TechCrunch, October 2022] [TTNews]. That matters because route density, terminal operations, and repeat freight lanes can create learning loops and customer switching friction if the network reaches scale. The difficulty is durability. Much of that edge remained forward-looking in the cited material, including plans to make autonomous freight commercially available by 2024 and to extend the network from Los Angeles to Jacksonville with named logistics partners [Heavy Duty Trucking] [kr-asia.com]. In other words, the architecture was differentiated, but the evidence base for durable commercial lock-in stayed incomplete.

The company also had real signals of early market access. By January 2019, TechCrunch reported 12 contracted customers, and by February 2019 it reported three to five fully autonomous trips per day for customers on three Arizona routes [TechCrunch, January 2019] [TechCrunch, February 2019]. That suggests TuSimple was further along than many concept-stage autonomy efforts in converting demos into recurring lane operations. Still, the durability of that lead looked perishable because autonomy in trucking tends to reward sustained safety performance, manufacturing partnerships, and regulatory trust over one-time route milestones. TuSimple did have a notable industrial tie-up with Navistar to co-develop SAE Level 4 self-driving semi-trucks, with production targeted to begin in 2024 [Inside Unmanned Systems]. It also used Nvidia's Drive Orin system on a chip, which points to access to high-end compute infrastructure rather than a shoestring architecture [San Diego Business Journal]. Even so, capital access and governance stability became part of the product in this category, and on that front TuSimple's position weakened materially after the 2022 board conflict and subsequent delisting plan [TechCrunch, October 2022] [TechCrunch, November 2022] [Investing.com, January 2024] [TechCrunch, January 2024].

Where TuSimple looked most exposed was not to one narrow technical feature but to trust-intensive execution. TuSimple was also exposed to channel ownership. The AFN thesis depended on logistics operators, terminals, and mapped corridors, yet the cited public record does not show that TuSimple controlled those channels outright; it shows partnerships and planned network expansion instead [kr-asia.com] [TTNews]. In markets where the customer relationship sits with carriers, brokers, and major shippers, partial channel dependence can compress margins and reduce strategic flexibility.

The most plausible 18-month competitive scenario, reading only from the public evidence, is a separation between technically credible platforms that maintain partner confidence and those whose corporate structure clouds commercialization. Loser if Y: TuSimple, if governance disruption, delisting, and strategic repositioning continue to outweigh its earlier advantage in truck-specific autonomy and network design [TechCrunch, October 2022] [TechCrunch, November 2022] [Investing.com, January 2024] [CreateAI Holdings Inc., December 2024]. The reverse case for TuSimple would have required the AFN to harden into an operating network with repeatable freight density and durable customer retention, and the public materials provided here do not establish that outcome.

Opportunity

PUBLIC

The prize here was unusually large because TuSimple was not trying to sell a point solution into trucking, it was trying to sit in the control layer of long-haul freight movement, a market the company itself and coverage around it framed in multi-trillion-dollar terms [LinkedIn] [TechCrunch, October 2022].

The headline opportunity was to become the default operating network for autonomous long-haul trucking in the U.S., combining vehicle autonomy, mapped corridors, terminal infrastructure, and freight operations into one service layer [TechCrunch, October 2022] [TTNews] [Heavy Duty Trucking]. That outcome was not guaranteed, but it was more than a slide-deck ambition. By early 2019, TuSimple had reached 12 contracted customers and was operating three to five fully autonomous trips per day for customers on three Arizona routes, which suggests the company had moved beyond lab validation into repeat commercial motion on fixed lanes [TechCrunch, February 2019]. The strategic roster also mattered. Navistar was working with TuSimple on SAE Level 4 self-driving semi-trucks, with production targeted for 2024, while Nvidia supplied the Drive Orin system on a chip, giving TuSimple both an OEM route and a silicon partner that could have supported scaled deployment if execution had held [Inside Unmanned Systems] [San Diego Business Journal].

A useful way to think about upside is through a small number of scale paths rather than a single binary outcome. The table below keeps those paths grounded in the public record.

Scenario	What happens	Catalyst	Why it's plausible
Autonomous freight network operator	TuSimple becomes the operating backbone for repeat long-haul corridors, selling freight capacity rather than only autonomy software	The Autonomous Freight Network model gains shipper adoption on mapped routes and terminal handoffs [TechCrunch, October 2022] [TTNews]	The company had already articulated a network design of mapped routes, terminals, and an operations layer, and it had 12 contracted customers with live Arizona route activity by 2019 [TechCrunch, February 2019]
OEM autonomy supplier	TuSimple commercializes its stack through truck manufacturers and becomes a core autonomy provider inside production vehicles	The Navistar partnership converts from development into serial production [Inside Unmanned Systems]	Public reporting tied TuSimple to SAE Level 4 development for heavy-duty trucks and named a production target, which is a credible wedge if direct fleet operations prove capital intensive [Robotics 24/7] [Inside Unmanned Systems]
Corridor standard-setter	TuSimple wins key freight lanes first, then becomes the preferred platform for partners that need autonomous capacity across major U.S. routes	Expansion of the AFN footprint from regional lanes toward a Los Angeles to Jacksonville network with logistics partners [kr-asia.com] [FreightWaves]	The company positioned the AFN as staged national infrastructure and public reporting linked that plan to operators including UPS, Penske Truck Leasing, US Xpress, and McLane [kr-asia.com] [FreightWaves]

The compounding logic was straightforward if the first corridors worked. Each additional autonomous lane could improve route-level data, safety case confidence, and shipper trust, while terminals and mapped routes would make adjacent-lane expansion cheaper than the first buildout [TTNews] [Heavy Duty Trucking]. That matters because TuSimple was not merely shipping software, it was proposing an operating network. In that model, one successful corridor can pull through more freight density, which then justifies more terminals, deeper OEM integration, and more partner commitments. Public evidence that this flywheel had at least begun includes the Arizona route operations, the 12 contracted customers, and the staged AFN design that linked trucks, routes, terminals, and monitoring systems into one architecture [TechCrunch, February 2019] [TTNews].

The size of the win can only be framed conditionally with the evidence available. TuSimple and sponsored coverage around the company pointed to a roughly $4 trillion global truck freight market, which is too broad to underwrite directly but useful for understanding why investors funded the company at scale [LinkedIn] [TechCrunch, October 2022]. A more disciplined benchmark is TuSimple's own February 2019 post-money valuation of $1.095 billion after the Series D round, reached before any mature commercial rollout [TechCrunch, September 2019]. If the "autonomous freight network operator" scenario had played out, with TuSimple owning high-volume interstate corridors and embedding with OEM and logistics partners, the upside case could plausibly have been worth several multiples of that unicorn entry point, potentially in the multi-billion-dollar range (scenario, not a forecast), because the company would have been monetizing both autonomy software and recurring freight network activity rather than a one-time vehicle feature [TechCrunch, September 2019] [TechCrunch, October 2022] [Inside Unmanned Systems].

One source, partially checked -- This section relies on a mix of independent reporting and company-described product vision. Core commercial and valuation claims are supported by TechCrunch, while parts of the network model and market framing remain company-linked or single-source [TechCrunch, February 2019] [TechCrunch, September 2019] [TechCrunch, October 2022].

Sources

Publicly reported

1. [LinkedIn] TuSimple | https://www.linkedin.com/company/tusimple

2. [registry.deploy.report] TuSimple | https://registry.deploy.report/companies/tusimple

3. [TechCrunch, February 2019] Autonomous truck startup TuSimple hits unicorn status in latest round | https://techcrunch.com/2019/02/13/autonomous-truck-startup-tusimple-hits-unicorn-status-in-latest-round/

4. [TechCrunch, October 2022] Solving the supply chain crisis with autonomous trucks | https://techcrunch.com/sponsor/tusimple/solving-the-supply-chain-crisis-with-autonomous-trucks/

5. [TechCrunch, January 2024] TuSimple to delist, voluntarily terminate U.S. securities registration, citing low trading volume, limited access to capital | https://techcrunch.com/2024/01/17/tusimple-delist-voluntarily-terminate-us-securities-registration/

6. [TTNews] Autonomous Freight Network sets out to transform trucking | https://www.ttnews.com/articles/autonomous-freight-network-sets-out-transform-trucking

7. [Dealroom] TuSimple | https://dealroom.co/companies/tusimple/

8. [FreightWaves] TuSimple says it is 6 months ahead of schedule on AFN rollout | https://www.freightwaves.com/news/tusimple-says-it-is-6-months-ahead-of-schedule-on-afn-rollout

9. [alphaxiv.org] Xiaodi Hou | https://www.alphaxiv.org/authors/1514227

10. [CompassList] Xiaodi Hou | https://www.compasslist.com/xiaodi-hou

11. [employbl.com] TuSimple | https://www.employbl.com/companies/TuSimple

12. [TechCrunch, December 2020] Self-driving trucks startup TuSimple raises $350M from US rail, retail and freight giants | https://techcrunch.com/2020/12/02/self-driving-trucks-startup-tusimple-raises-350m-from-u-s-rail-retail-and-freight-giants/

13. [Investing.com, January 2024] TuSimple announces voluntary delisting from Nasdaq and SEC deregistration | https://www.investing.com/news/company-news/tusimple-announces-voluntary-delisting-from-nasdaq-and-sec-deregistration-93CH-3278281

14. [PRNewswire, January 2024] TuSimple Announces Voluntary Delisting from Nasdaq and Deregistration with the SEC | https://www.prnewswire.com/news-releases/tusimple-announces-voluntary-delisting-from-nasdaq-and-deregistration-with-the-sec-302037994.html

15. [CreateAI Holdings Inc., December 2024] CreateAI Announces Completion of Strategic Merger with TuSimple | https://www.globenewswire.com/news-release/2024/12/19/3000082/0/en/CreateAI-Announces-Completion-of-Strategic-Merger-with-TuSimple.html

16. [TechCrunch, September 2019] TuSimple raises another $120M as it readies the commercialization of self-driving trucks | https://techcrunch.com/2019/09/04/tusimple-raises-another-120m-as-it-readies-the-commercialization-of-self-driving-trucks/

17. [Robotics 24/7] TuSimple readies first autonomous trucks for production by 2024 | https://www.robotics247.com/article/tusimple_readies_first_autonomous_trucks_for_production_by_2024

18. [San Diego Business Journal] TuSimple Inks Deal for NVIDIA Drive Orin Chip | https://www.sdbj.com/technology/tusimple-inks-deal-for-nvidia-drive-orin-chip/

19. [Inside Unmanned Systems] TuSimple and Navistar plan to launch production-ready SAE Level 4 autonomous trucks in 2024 | https://insideunmannedsystems.com/tusimple-and-navistar-plan-to-launch-production-ready-sae-level-4-autonomous-trucks-in-2024/

20. [kr-asia.com] TuSimple and partners launch autonomous freight network in the US | https://kr-asia.com/tusimple-and-partners-launch-autonomous-freight-network-in-the-us

21. [Heavy Duty Trucking] TuSimple's Autonomous Freight Network Targets 2024 Rollout | https://www.truckinginfo.com/10151519/tusimples-autonomous-freight-network-targets-2024-rollout

22. [TechCrunch, November 2022] TuSimple co-founders clap back, consolidation continues and Waymo reaches two milestones | https://techcrunch.com/2022/11/14/tusimple-co-founders-clapback-consolidation-continues-and-waymo-reaches-two-milestones/

23. [Reuters, October 2022] TuSimple says U.S. officials investigating ties with Chinese startup Hydron | https://www.reuters.com/business/autos-transportation/tusimple-says-us-officials-investigating-ties-with-chinese-startup-hydron-2022-10-31/

24. [PRNewswire, June 2022] HYDRON Inc. Launches With Breakthrough ZERO-CARBON AI-POWERED CLASS 8 HYDROGEN TRUCKS | https://www.prnewswire.com/news-releases/hydron-inc-launches-with-breakthrough-zero-carbon-ai-powered-class-8-hydrogen-trucks-301571093.html