A dual field area collaborative freight hub system for autonomous driving trucks and a running organization method thereof

Abstract

The present application relates to the technical field of freight hub automation control, in particular to a double-field area collaborative freight hub system for automatic driving trucks and a running organization method thereof. The system is composed of a perception layer module, a decision layer module and an execution layer module. The perception layer module is distributed in vehicles and infrastructure, and is used for real-time perception of the states of all-field vehicles, goods and facilities. The decision layer module is used for dynamically generating operation instructions by optimization algorithm according to real-time data collected by the perception layer module and transportation tasks, at least including: assigning a trailer exchange position for an arriving truck, planning an optimal short transfer path for an automatic driving in-field tractor, and reserving a charging time window for the vehicle at an automatic charging station. The execution layer module is used for receiving operation instructions issued by the decision layer module and executing the operation instructions. The present application solves the problem of "inability to connect" in traditional hubs.

Description

Technical Field

[0001] This invention relates to the field of automated control technology for freight hub stations, and more specifically, to a dual-site collaborative freight hub system for autonomous trucks and its operation organization method. Background Technology

[0002] Currently, the operational systems and infrastructure of mainstream freight hubs (logistics parks) are primarily built around manually driven trucks. The entire process heavily relies on drivers performing a series of operations within the terminal, including but not limited to: queuing and registering manually at the entrance; parking trailers in designated areas of the yard; driving tractor-trailers to designated platforms for loading and unloading; and manually performing tasks such as trailer coupling, decoupling, and safety checks. Trailer relocation within the terminal is also typically handled by manually driven in-yard tractor-trailers (or "in-yard tractors").

[0003] At the management and information system level, while traditional hubs have widely adopted warehouse management systems (WMS) and transportation management systems (TMS), the integration between these systems is typically limited, resulting in information flow gaps. These systems primarily serve as auxiliary record-keeping and instruction issuance mechanisms, failing to achieve closed-loop collaborative optimization control across all equipment, vehicles, and personnel at the entire hub. Meanwhile, autonomous truck technology, particularly in hub-to-hub logistics scenarios, is rapidly moving towards commercial application. For example, Inceptio Technology's intelligent heavy-duty trucks have achieved over 100 million kilometers of commercial operation, while Carl Dynamics has deployed over 400 autonomous trucks for commercial operation in Inner Mongolia. Companies like Pony.ai also plan to mass-produce thousands of fourth-generation autonomous trucks by 2026. The large-scale application of these vehicles creates an urgent need for improved connection efficiency and unmanned operation compatibility in traditional freight hubs.

[0004] The existing technology suffers from the following drawbacks: ① Inefficiency and long turnaround times: Traditional manual processes have become a bottleneck for efficiency. Trucks need to queue for manual inspection and registration at the entrance, which easily causes congestion. Drivers spend a lot of time searching for parking spaces and platforms in the vast terminal, and performing manual coupling / decoupling operations, resulting in high dwell times for trucks within the hub. This severely limits the effective operating time and turnaround efficiency of trucks and trailers. Studies have shown that optimizing scheduling and automation can significantly improve equipment utilization and turnaround efficiency. ② High labor costs and structural shortages: The existing model is heavily reliant on skilled workers such as long-haul truck drivers and on-site operators. However, the global logistics industry is facing a severe driver shortage. At the same time, labor costs account for more than 50% of the total operating costs of the hub, continuously eroding already meager profits. Industry data shows that heavy trucks equipped with intelligent driving systems can effectively reduce labor costs by 20%-50%, which reflects the high cost of the traditional model's reliance on manpower. ③ High safety risks: The hub station is a complex environment with intertwined vehicle and pedestrian flows. Human driving, due to factors such as fatigue and lack of concentration, is prone to safety accidents such as collisions and crushing. For example, data shows that in Germany alone, there are approximately 10,000 truck-related accidents annually in closed areas. In contrast, intelligent driving systems can reduce the risk of collisions more than 75% compared to human driving in core safety indicators such as collision warnings 100 km / h ahead, highlighting the potential of automation in improving safety. ④ Inability to adapt to the operational needs of autonomous trucks: This is the most fundamental challenge faced by traditional hubs. Their unstructured and chaotic environment, processes relying on human judgment, and lack of standardized digital interfaces completely fail to meet the core requirements of Level 4 autonomous trucks for high-precision positioning, standardized interaction protocols, and predictable operating environments. Autonomous trucks cannot handle non-standard processes as flexibly as human drivers, resulting in "breakpoints" in key links such as trailer handover and energy replenishment, hindering the realization of full-chain automation in logistics. For example, emerging autonomous trucks already support platooning modes of "manned lead trucks and unmanned follower trucks," but traditional hubs lack the corresponding supporting systems to accommodate unmanned follower trucks. Summary of the Invention

[0005] To address the aforementioned issues, the present invention aims to provide a dual-site collaborative freight hub system for autonomous trucks, which addresses the technical problems of traditional hubs, such as low efficiency, high labor costs, insufficient safety, and inability to seamlessly connect with autonomous trucks.

[0006] To achieve the above technical objectives, this application provides a dual-site collaborative freight hub system for autonomous trucks, comprising: The perception layer module, installed on vehicles and infrastructure, is used to perceive the status of all vehicles, goods and facilities in the field in real time. The decision layer module is used to dynamically generate operation instructions based on the transportation task and the real-time data collected by the perception layer module through optimization algorithms. The operation instructions include at least: allocating trailer exchange positions to arriving trucks, planning the optimal short-haul route for the autonomous driving tractor in the field, and reserving charging time windows for vehicles at automatic charging stations. The execution layer module is used to receive and execute the work instructions issued by the decision layer module.

[0007] Furthermore, the perception layer module consists of a sensor network distributed throughout the vehicles and infrastructure, including: lidar, millimeter-wave radar, and cameras installed on autonomous trucks and autonomous on-site tractors; monitoring cameras and dock sensors installed within the site; and smart tags installed on trailers.

[0008] Furthermore, the decision-making layer module is a cloud-based collaborative intelligent management system, which is integrated with the YMS (Yard Management System) as the core control unit of the hub, the TMS (Transportation Management System), the CMS (Charging Management System), and the remote operation platform. The YMS receives transportation tasks from the TMS.

[0009] Furthermore, the execution layer module includes an autonomous truck with a drive-by-wire chassis, an autonomous on-site tractor, and a key enabling unit; the key enabling unit includes at least an automatic access control unit, an automatic coupling device, and an automatic charging station.

[0010] Correspondingly, the present invention also provides an operational organization method for a dual-site collaborative freight hub system for autonomous trucks, comprising the following steps: Step 1, Automatic Access and Task Allocation: Control the autonomous truck to arrive at the hub entrance and complete identity authentication; after successful verification, the station management system allocates the first and second parking spaces to the truck, which are used to unload the current trailer and retrieve the pre-loaded trailer, respectively. Step 2, Sequential Trailer Exchange: Control the trucks to sequentially unload the current trailer, transfer empty trailers, and attach pre-loaded trailers; Step 3, Parallel Operations and Energy Replenishment: During the trailer exchange process, the autonomous driving tractor in the yard is simultaneously dispatched to transfer the unloaded trailer to the internal yard area for loading and unloading operations, and the trucks that have completed the exchange are controlled to drive to the charging station for energy replenishment or drive directly away from the hub as needed. Step 4: Full-process monitoring and safety assurance: Real-time status monitoring of vehicles and equipment on site, tracking of work progress through the monitoring platform, and remote intervention when necessary.

[0011] Furthermore, step two, which involves unloading the current trailer, specifically includes: controlling the truck to pull the current trailer back into the parking space to be processed, performing decoupling operations through an automatic coupling device, and completing the fifth round of unlocking, outrigger lifting and lowering, and cable disconnection.

[0012] Furthermore, the empty transfer described in step two specifically includes: after decoupling is completed, controlling the tractor to leave the first parking space and transfer to the second parking space along a predetermined path.

[0013] Furthermore, step two, which involves attaching the preloaded trailer, specifically includes: controlling the tractor unit to align with the preloaded trailer in the preloaded parking space by reversing, and performing locking and connection operations through an automatic coupling device.

[0014] Furthermore, the full-process monitoring and safety assurance mentioned in step four includes: planning the optimal route for empty trucks to avoid conflicts with other vehicles or operations in the yard; and controlling the autonomous driving towing vehicle in the yard to tow the pre-loaded trailer to the designated parking space according to the prediction.

[0015] Furthermore, the full-process monitoring and safety assurance mentioned in step four also includes: after the autonomous truck leaves, controlling the autonomous driving tractor to short-haul the trailer parked in the waiting parking space to the internal area for unloading.

[0016] Compared with the prior art, the present invention has the following beneficial technical effects: This solution achieves spatial and temporal decoupling between trunk transportation and in-station warehousing operations through the coordinated design of "dual-zone" physical isolation and "pre-loading" operation processes. The perception layer module acquires real-time status data of the entire site, and the YMS (Yard Management System) in the decision-making layer dynamically allocates and exchanges parking spaces accordingly. The autonomous trucks and automatic coupling devices in the execution layer precisely complete the unloading and coupling operations, reducing the truck's dwell time in the hub to only a few minutes, significantly improving vehicle utilization and turnover efficiency.

[0017] The system completely replaces manual short-haul transportation with autonomous driving tractor units within the hub. The remote operation platform integrated at the decision-making level allows one operator to monitor up to 20 devices. The perception layer provides real-time situational awareness across the entire hub, laying the foundation for remote supervision. In the execution layer, the autonomous driving tractor units autonomously complete trailer transfers between the two hubs. Through "machines replacing humans" and remote, centralized supervision, the system directly reduces labor costs at the hub by more than 50%, resulting in significant economic benefits.

[0018] The system constructs a three-tiered safety assurance system: comprehensive monitoring at the perception layer, unified scheduling at the decision-making layer, and precise execution at the execution layer. The perception layer utilizes lidar, millimeter-wave radar, and surveillance cameras to eliminate blind spots; the decision-making layer optimizes algorithms to plan conflict-free paths, preventing arbitrary driving; and the execution layer standardizes key operations with automatic coupling devices and automatic charging stations, eliminating the root causes of accidents due to fatigue and misjudgment. Combined with the continuous monitoring and intervention capabilities of the remote operation center, the system comprehensively improves the safety level of the facilities.

[0019] In the perception layer, intelligent tags on trailers are interconnected with the infrastructure; in the decision-making layer, the YMS (Yard Management System) and TMS (Transportation Management System) seamlessly interface; and in the execution layer, standardized automatic access control units and automatic coupling devices together constitute a digital, standardized, and unmanned interface adapted for autonomous trucks. This enables trucks to autonomously complete trailer swapping and energy replenishment within the hub, solving the core problem of traditional hubs' "inability to connect" and opening up a key link in the fully automated logistics chain from "hub to hub." Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall system layout according to a certain embodiment of the present invention; Figure 2 This is a system hardware and software architecture block diagram according to a certain embodiment of the present invention; Figure 3 This is a schematic diagram of the mechanical structure of an automatic coupling device according to a certain embodiment of the present invention; Figure 4 This is a flowchart of an embodiment of the operation organization method of the present invention; Figure 5 This is a sequential trailer exchange operation process according to a certain embodiment of the present invention. Detailed Implementation

[0021] like Figures 1-5 As shown, this invention provides a dual-site collaborative freight hub system for autonomous trucks. The system includes a perception layer module, a decision-making layer module, and an execution layer module, forming a three-layer collaborative system. Among them, Perception layer module: Composed of a sensor network distributed throughout vehicles and infrastructure, specifically including LiDAR, millimeter-wave radar, and cameras on autonomous trucks and autonomous on-site towing vehicles, monitoring cameras and dock sensors in the site, and smart tags (RFID / 5G UWB) equipped on trailers, used to achieve real-time and seamless perception of the status of all vehicles, goods, and facilities in the site.

[0022] Decision-making layer module: Its core is a cloud-based collaborative intelligent management system. The YMS (Yard Management System), as the core control unit of the entire hub, is deeply integrated with the Transportation Management System (TMS), Charging Management System (CMS), and remote operation platform. The YMS receives transportation tasks from the TMS and integrates real-time data from the perception layer module, dynamically generating operational instructions through optimization algorithms. These instructions include assigning trailer swapping positions to arriving trucks, planning optimal short-haul routes for autonomous driving tractors within the hub, and reserving charging time windows for vehicles at automated charging stations.

[0023] The execution layer module includes autonomous trucks with drive-by-wire chassis, autonomous on-site tractors, and key enabling units such as automatic access control units, automatic coupling devices, and automatic charging stations. These units precisely execute the commands issued by the YMS.

[0024] Through its innovative "dual-zone" physical layout, highly integrated technology-enabled units, and intelligent cloud management system, the system has achieved a fundamental shift in freight hubs from "human-centric" to "autonomous vehicle-centric".

[0025] The core of this system lies in the physical division of the freight hub into a trailer yard and an internal yard. The trailer yard is dedicated to the rapid trailer swapping and refueling of autonomous trucks, while the internal yard focuses on traditional warehouse loading and unloading operations. The two areas are connected by autonomous in-yard tractors and trailer short-haul transport, thereby decoupling transportation and warehousing operations in both space and time.

[0026] In terms of system architecture, this solution adopts a three-layer collaborative system consisting of a perception layer module, a decision-making layer module, and an execution layer module. The perception layer module is distributed across vehicles and infrastructure, including sensors such as LiDAR, millimeter-wave radar, and cameras deployed on autonomous trucks and autonomous tractors within the depot for real-time positioning and obstacle detection; surveillance cameras and platform sensors deployed throughout the depot; and smart tags (such as RFID / 5G UWB tags) equipped on trailers, collectively forming a comprehensive perception network for the status of vehicles, goods, and facilities. The core of the decision-making layer module is a cloud-based collaborative intelligent management system, in which the YMS (Yard Management System) serves as a centralized scheduling platform, deeply integrated with the TMS (Transportation Management System), CMS (Charging Management System), and remote operation platform. The YMS receives transportation tasks from the TMS and, by integrating real-time data from across the depot (such as vehicle location, trailer status, platform and charging pile occupancy), performs global optimization calculations to generate specific operational instructions (such as allocating exchange positions for trucks, planning short-haul routes for autonomous tractors within the depot, and scheduling charging for vehicles). The execution layer module includes autonomous trucks with drive-by-wire chassis, autonomous on-site tractors, and key enabling units such as automatic access control units, automatic coupling devices, automatic charging stations, and remote operation centers.

[0027] In response to the system designed by the present invention, the present invention also proposes an operation organization method for the system, namely, an operation method based on pre-loading and trailer exchange, which specifically includes the following steps: The operational organization method of this system is as follows: Figure 4 As shown, its core lies in establishing an operating mode based on "pre-loading" and "trailer exchange." This method, through systematic scheduling management and automated operation, standardizes and automates the trailer handover process, specifically including the following steps: Step 1: Automatic Access and Task Assignment: The autonomous truck arrives at the hub entrance and completes identity authentication through the automatic access control unit. After receiving the verification information, the station management system assigns two operating positions to the truck: the first position is used to unload the current trailer, and the second position is used to retrieve the pre-loaded trailer.

[0028] Step Two: Sequential Trailer Exchange Operation: This step includes unloading the current trailer, empty transfer, and attaching a pre-loaded trailer. Specifically, unloading the current trailer: The truck towing the current trailer reverses into the waiting parking space, and the automatic coupling device performs a decoupling operation, completing the fifth round of unlocking, outrigger raising and lowering, and cable disconnection; Empty transfer: After decoupling, the tractor unit leaves the first parking space and moves to the second parking space along a predetermined path; Attaching the pre-loaded trailer: The tractor unit reverses into the pre-loaded parking space to align with the pre-loaded trailer, and the automatic coupling device performs locking and connection operations.

[0029] Step 3: Parallel Operations and Energy Management: During trailer swapping, the system synchronously dispatches automated guided vehicles (AGVs) within the yard to transfer the unloaded trailers to internal areas for loading and unloading operations. Trucks that have completed the swap can either proceed to a charging station for refueling or leave the hub to continue their transportation missions.

[0030] Step Four: Full-Process Monitoring and Safety Assurance: The remote operations center monitors the status of vehicles and equipment on-site in real time. Operators can track work progress through the monitoring platform and remotely intervene in abnormal situations when necessary. The system supports single-operator monitoring of multiple devices, thereby effectively improving manpower allocation efficiency.

[0031] The key features of this operational method are: decoupling transportation and warehousing operations through a pre-loading mode; improving operational standardization by employing a sequential trailer exchange process; establishing a parallel operation mechanism to optimize resource utilization efficiency; and equipping the system with a comprehensive monitoring framework to ensure safe and reliable operations. This method effectively solves the problems of low efficiency, high labor costs, and insufficient safety in traditional freight hub operations, providing an efficient hub docking solution for autonomous trucks.

[0032] Detailed explanation of the trailer exchange process: (1) Core Facilities: Trailer Exchange Area: Within the trailer yard area, there is a dedicated "trailer exchange area." This area consists of multiple standardized, independent parking spaces. Each parking space is equipped with a precision positioning beacon and an automatic coupling device (see...). Figure 3 The required sensing and actuator mechanisms are designed as follows: Pending trailer parking spaces: for parking fully loaded trailers (trailers A) that are about to be unloaded by the automated truck. Pre-loaded trailer parking spaces: for parking pre-loaded trailers (trailers B) that have been loaded and are awaiting pickup. These parking spaces are physically independent but interconnected via dedicated driveways within the area. Furthermore, the area is pre-embedded with precise positioning beacons and equipped with the sensing and actuator mechanisms required for the automated coupling system, capable of simultaneously serving both pending and pre-loaded trailers.

[0033] (2) Specific exchange process (no charging required scenario): After the autonomous truck (towing trailer A) passes identity verification, the YMS (Yard Management System) will allocate two target parking spaces for it: one pending trailer parking space for unloading trailer A; and one pre-loaded trailer parking space for retrieving trailer B. The entire exchange process is as follows: ① Driving into and unloading trailer A: The autonomous truck, towing trailer A, reverses and parks into the "trailer waiting space" assigned by the YMS via V2X communication and onboard sensors. After the truck comes to a complete stop, the automatic coupling device is activated to perform automatic decoupling operations between the truck and trailer A (including: unlocking the fifth wheel, raising the trailer outriggers, and disconnecting the electrical circuit connection). After decoupling is completed, the tractor unit separates from trailer A.

[0034] ② Empty tractor unit detour and recoupling: The tractor unit drives out of its current parking space and along the dedicated lane within the yard to the "pre-loaded trailer parking space" designated by YMS. The tractor unit slowly reverses in front of the target parking space to precisely align with the waiting "pre-loaded trailer B". Upon successful alignment, the automatic coupling device is activated again, completing the automatic coupling with trailer B (including: fifth wheel locking, outrigger lowering, and electrical connection).

[0035] ③ Departure: After coupling with trailer B and completing a quick self-check, the autonomous truck (now towing the new trailer B) can directly leave the trailer exchange area and depart the hub after passing the exit check. The entire exchange process requires the truck to stop twice (once for unloading and once for loading), once for an empty cab to circle around, and twice for automatic coupling operations (once for disengaging and once for coupling).

[0036] (3) System Coordination and Efficiency Assurance: Path Planning: YMS will plan the optimal route for empty trucks to avoid conflicts with other vehicles or operations in the yard. Pre-positioning Management: "Pre-loaded trailer B" is accurately placed in the designated parking space by the autonomous driving yard tractor based on predictions before the truck arrives, ensuring that coupling can be performed as soon as the truck arrives, thereby eliminating waiting time. Parallel Operation: After the autonomous driving truck leaves, "trailer A" left in the original parking space will be immediately transported by the autonomous driving yard tractor to the internal yard area for unloading, and the whole process is parallelized.

[0037] In summary, when an autonomous truck arrives at the hub, it first undergoes identity authentication and task confirmation via the automated access control unit. Subsequently, the truck directly enters the trailer yard area, and at the designated location assigned by the YMS (Yunnan Management System), it unloads its trailer using an automated coupling device and immediately attaches a pre-loaded trailer that has been pre-transferred from the internal yard by an autonomous driving tractor unit. The entire coupling process is automated by robotic arms and sensors, performing the fifth round of locking, outrigger raising and lowering, and cable connection / disconnection. After the trailer exchange, the truck can proceed to the automated charging station for rapid energy replenishment or leave the hub directly, significantly reducing its dwell time within the hub. Simultaneously, under the dispatch of the YMS and monitoring by the remote operations center, the autonomous driving tractor unit transports the unloaded trailer to the platform in the internal yard for loading and unloading operations. After the operation is completed, the resulting pre-loaded trailer is transported back to its designated parking space in the trailer yard, awaiting pickup by the next truck. The remote operations center has the capability to monitor, warn, and remotely take over multiple autonomous driving towing vehicles in real time, with the goal of enabling one operator to monitor multiple vehicles, thereby significantly reducing labor costs.

[0038] This invention constructs a complete technical solution through the systematic integration of a "dual-zone" physical layout, a "vehicle-road-cloud" integrated system architecture, automatic coupling devices, and operational organization methods. This solution provides autonomous trucks with a standardized, digitalized, and unmanned hub docking interface, significantly reducing their dwell time and substantially improving asset utilization and operational efficiency. It is an indispensable key link in establishing fully automated logistics from "hub to hub," possessing clear technical and commercial feasibility. The "dual-zone" physical layout refers to clearly dividing the freight hub into a "trailer zone" for rapid trailer exchange exclusively for autonomous trucks and an "internal zone" for warehouse loading and unloading operations, connecting the two zones through an autonomous in-zone tractor.

[0039] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0040] In the description of this invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0041] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A dual-site collaborative freight hub system for autonomous trucks, characterized in that, include: The perception layer module, installed on vehicles and infrastructure, is used to perceive the status of all vehicles, goods and facilities in the field in real time. The decision layer module is used to dynamically generate operation instructions based on the transportation task and the real-time data collected by the perception layer module through optimization algorithms. The operation instructions include at least: allocating trailer exchange positions to arriving trucks, planning the optimal short-haul route for the autonomous driving tractor in the field, and reserving charging time windows for vehicles at automatic charging stations. The execution layer module is used to receive and execute the work instructions issued by the decision layer module.

2. The dual-site collaborative freight hub system for autonomous trucks according to claim 1, characterized in that, The perception layer module consists of a sensor network distributed throughout the vehicles and infrastructure, including: lidar, millimeter-wave radar, and cameras installed on autonomous trucks and autonomous on-site tractors; monitoring cameras and dock sensors installed in the site; and smart tags installed on trailers.

3. The dual-site collaborative freight hub system for autonomous trucks according to claim 2, characterized in that, The decision-making layer module is a cloud-based collaborative intelligent management system, which is integrated with the YMS (Yard Management System) as the core control unit of the hub, the TMS (Transportation Management System), the CMS (Charging Management System), and the remote operation platform. The YMS receives transportation tasks from the TMS.

4. The dual-site collaborative freight hub system for autonomous trucks according to claim 3, characterized in that, The execution layer module includes an autonomous truck with a drive-by-wire chassis, an autonomous on-site tractor, and a key enabling unit; the key enabling unit includes at least an automatic access control unit, an automatic coupling device, and an automatic charging station.

5. A method for organizing the operation of a dual-site collaborative freight hub system for autonomous trucks based on any one of claims 1 to 4, characterized in that, Includes the following steps: Step 1, Automatic Access and Task Allocation: Control the autonomous truck to arrive at the hub entrance and complete identity authentication; after successful verification, the station management system allocates the first and second parking spaces to the truck, which are used to unload the current trailer and retrieve the pre-loaded trailer, respectively. Step 2, Sequential Trailer Exchange: Control the trucks to sequentially unload the current trailer, transfer empty trailers, and attach pre-loaded trailers; Step 3, Parallel Operations and Energy Replenishment: During the trailer exchange process, the autonomous driving tractor in the yard is simultaneously dispatched to transfer the unloaded trailer to the internal yard area for loading and unloading operations, and the trucks that have completed the exchange are controlled to drive to the charging station for energy replenishment or drive directly away from the hub as needed. Step 4: Full-process monitoring and safety assurance: Real-time status monitoring of vehicles and equipment on site, tracking of work progress through the monitoring platform, and remote intervention when necessary.

6. The operation organization method of the dual-site collaborative freight hub system for autonomous trucks according to claim 5, characterized in that, Step two, specifically, involves: controlling the truck to pull the current trailer back into the parking space to be processed, performing decoupling operations through an automatic coupling device, and completing the fifth round of unlocking, outrigger lifting and lowering, and cable disconnection.

7. The operation organization method of the dual-site collaborative freight hub system for autonomous trucks according to claim 6, characterized in that, The empty transfer described in step two specifically includes: after decoupling, controlling the tractor to leave the first parking space and transfer to the second parking space along a predetermined path.

8. The operation organization method of the dual-site collaborative freight hub system for autonomous trucks according to claim 7, characterized in that, Step two, specifically, involves: controlling the tractor unit to align itself with the pre-loaded trailer in the pre-loaded parking space by reversing, and then performing locking and connection operations through an automatic coupling device.

9. The operation organization method of the dual-site collaborative freight hub system for autonomous trucks according to claim 8, characterized in that, The full-process monitoring and safety assurance mentioned in step four includes: planning the optimal route for empty trucks to avoid conflicts with other vehicles or operations in the yard; and controlling the autonomous driving towing vehicle in the yard to tow the pre-loaded trailer to the designated parking space according to the prediction.

10. The operation organization method of the dual-site collaborative freight hub system for autonomous trucks according to claim 9, characterized in that, The full-process monitoring and safety assurance mentioned in step four also includes: after the autonomous truck leaves, controlling the autonomous driving towing vehicle in the yard to short-haul the trailer parked in the waiting parking space to the internal yard for unloading.

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