Rail transit intelligent communication management system and method, electronic equipment and storage medium

Abstract

The invention discloses a rail transit intelligent monitoring system and method, electronic equipment and a storage medium. The rail transit intelligent communication management system comprises a server, at least one vehicle-mounted AP and at least one trackside AP, the server is respectively connected with each vehicle-mounted AP, and each vehicle-mounted AP can be connected with a corresponding trackside AP under the control of the server; the server comprises a train speed acquisition module, a vehicle-mounted AP position acquisition module, a signal strength detection module, a dynamic switching management module and an AP dynamic switching mathematical model construction module. According to the rail transit intelligent monitoring system and method, the electronic equipment and the storage medium, the stability of train communication signals can be improved. In addition, train communication abnormity and hidden risks can be found in time, and safe operation of the train is ensured.

Description

Intelligent communication management system, method, electronic equipment and storage medium for rail transit Technical Field

[0001] This invention belongs to the field of rail transit technology, and relates to a rail transit monitoring system, and more particularly to a rail transit intelligent communication management system, method, electronic device and storage medium. Background Technology

[0002] With the rapid development of rail transit in China, many cities are building urban rail transit networks to solve urban congestion and shorten the distance between cities.

[0003] Existing rail transit trains are equipped with onboard APs (Access Points) that can communicate with trackside APs. Current onboard AP handover methods typically only switch based on the train's location. When the train is about to reach a trackside AP (APn+1), the onboard AP disconnects from the current AP (APn) and connects to the new trackside AP (APn+1). However, due to potential signal interference, switching APs solely based on train location can easily lead to the onboard AP connecting to a trackside AP with poor signal or a faulty trackside AP, resulting in poor train signal strength.

[0004] In addition, existing rail transit maintenance is usually done manually, which is inefficient and makes it difficult for maintenance personnel to detect problems that are not obvious.

[0005] In view of this, there is an urgent need to design a new rail transit monitoring method in order to overcome at least some of the aforementioned shortcomings of existing rail transit monitoring methods. Summary of the Invention

[0006] This invention provides an intelligent communication management system, method, electronic device, and storage medium for rail transit, which can improve the stability of train communication signals.

[0007] To solve the above-mentioned technical problems, according to one aspect of the present invention, the following technical solution is adopted:

[0008] A rail transit intelligent communication management system includes: a server, at least one vehicle-mounted AP and at least one trackside AP; the server is connected to each vehicle-mounted AP, and each vehicle-mounted AP can connect to a corresponding trackside AP under the control of the server.

[0009] The server includes a train speed acquisition module, an on-board AP location acquisition module, a signal strength detection module, and a dynamic switching management module;

[0010] The train speed acquisition module is used to acquire train speed data;

[0011] The location acquisition module is used to acquire the location data of the designated vehicle-mounted AP;

[0012] The signal strength detection module is used to detect and set the signal strength data of the trackside AP within the set location range of the vehicle-mounted AP;

[0013] The dynamic switching management module is used to control the connection switching between the on-board AP and the trackside AP based on the train speed data obtained by the train speed acquisition module, the location data obtained by the location acquisition module, and the signal strength data detected by the signal strength detection module; the dynamic switching management module performs dynamic switching management of AP connection switching through an AP dynamic switching mathematical model;

[0014] The server further includes an AP dynamic handover mathematical model construction module, which is used to construct an AP dynamic handover mathematical model. The AP dynamic handover mathematical model construction module preprocesses the AP connection handover data in the AP connection handover training dataset; it extracts features from the preprocessed AP connection handover data, extracting key features to form a key feature combination; the key feature combination includes train speed data, onboard AP location data, location data of designated trackside APs, signal strength data of trackside APs within a designated range at a designated location and speed, and handover feature point data; the AP dynamic handover mathematical model is constructed based on the feature-processed key feature combination.

[0015] The switching feature point data includes first switching location point data, second switching location point data, and switching feature point train communication quality data; the first switching location point data is the distance percentage data of the first switching location point, which is the distance H1 between the current connecting trackside AP location point and the onboard AP location point when connecting to the next connecting trackside AP: and the distance H2 between the current connecting trackside AP location point and the connection point location of the next connecting trackside AP; the second switching location point data is the distance percentage data of the second switching location point, which is the distance H3 between the current connecting trackside AP location point and the onboard AP location point when the previous connection was terminated: and the distance H4 between the onboard AP location point when the previous connection was terminated and the connection point location of the next connecting trackside AP; the switching feature point train communication quality data is the train's communication quality data during this AP switching process.

[0016] In one embodiment of the present invention, the signal strength detection module is used to obtain the signal strength curves of the trackside AP and the vehicle-mounted AP during the dynamic movement of the vehicle-mounted AP; the signal strength curves are part of the key feature combination.

[0017] As one embodiment of the present invention, after the dynamic switching management module controls the on-board AP to connect with the next connection point railside AP, it disconnects from the current connection point railside AP after a set interval.

[0018] As one embodiment of the present invention, the dynamic switching management module learns the first switching location point data and the second switching location point data of the connection segment formed between each adjacent trackside AP based on historical data, and selects the first switching location point and the second switching location point of the corresponding AP segment by combining historical data and real-time communication quality data in the AP dynamic switching mathematical model, thereby improving communication quality.

[0019] As one embodiment of the present invention, the dynamic switching management module includes:

[0020] The new connection establishment management unit is used to analyze the signal strength curve of the vehicle-mounted AP. When the signal strength curve of the vehicle-mounted AP meets the set characteristics, the connection of the next trackside AP is established. The set characteristics include the slope of the tangent line of the signal strength curve at key feature points.

[0021] The old connection termination management unit is used to terminate the connection with the old connection point trackside AP after a set time interval when it is determined that the new connection establishment is normal; when it is determined that the new connection establishment is abnormal, the connection with the old connection point trackside AP is not terminated until the vehicle-mounted AP leaves the coverage area of ​​the old connection point trackside AP; the old connection point refers to the previous connection point of the current connection point.

[0022] According to another aspect of the present invention, the following technical solution is adopted: a rail transit intelligent communication management method for the above-mentioned rail transit intelligent communication management system, the rail transit intelligent communication management method comprising:

[0023] The train speed acquisition module acquires the train's speed data;

[0024] The location acquisition module acquires the location data of the designated vehicle-mounted AP;

[0025] The signal strength detection module detects and sets the signal strength data of trackside APs within the set location range of the on-board AP;

[0026] The AP dynamic handover mathematical model construction module constructs an AP dynamic handover mathematical model. This module preprocesses the AP connection handover data in the AP connection handover training dataset. It then extracts features from the preprocessed AP connection handover data, extracting key features to form a key feature combination. This key feature combination includes train speed data, onboard AP location data, location data of designated trackside APs, signal strength data of trackside APs within a designated range at the designated location and speed, and handover feature point data. Based on this key feature combination, the AP dynamic handover mathematical model is constructed. The handover feature point data includes first handover location point data, second handover location point data, and train communication quality data at the handover feature points. According to the data, the first switching location point data is the distance percentage data of the first switching location point, which is the distance H1 between the current connection point of the railside AP and the location of the onboard AP when the next connection point railside AP is connected, and the distance H2 between the current connection point of the railside AP and the location of the next connection point railside AP; the second switching location point data is the distance percentage data of the second switching location point, which is the distance H3 between the current connection point of the railside AP and the location of the onboard AP when the previous connection is terminated, and the distance H4 between the onboard AP and the location of the next connection point railside AP when the previous connection is terminated; the switching feature point train communication quality data is the train communication quality data during this AP switching process;

[0027] The dynamic switching management module controls the connection switching between the on-board AP and the trackside AP based on the train speed data obtained by the train speed acquisition module, the location data obtained by the location acquisition module, and the signal strength data detected by the signal strength detection module; the dynamic switching management module performs dynamic switching management of AP connection switching through an AP dynamic switching mathematical model.

[0028] In one embodiment of the present invention, the signal strength detection module is used to obtain the signal strength curves of the trackside AP and the vehicle-mounted AP during the dynamic movement of the vehicle-mounted AP; the signal strength curves are part of the key feature combination.

[0029] As one embodiment of the present invention, after the dynamic switching management module controls the on-board AP to connect with the next connection point railside AP, it disconnects from the current connection point railside AP after a set interval.

[0030] As one embodiment of the present invention, the dynamic switching management module learns the first switching location point data and the second switching location point data of the connection segment formed between each adjacent trackside AP based on historical data, and selects the first switching location point and the second switching location point of the corresponding AP segment by combining historical data and real-time communication quality data in the AP dynamic switching mathematical model, thereby improving communication quality.

[0031] As one embodiment of the present invention, the dynamic switching process of the dynamic switching management module includes:

[0032] Analyze the signal strength curve of the vehicle-mounted AP, and establish the connection of the next trackside AP when the signal strength curve of the vehicle-mounted AP meets the set characteristics; the set characteristics include the slope of the tangent of the signal strength curve at key feature points;

[0033] When a new connection is established normally, the connection with the old connection point railside AP is terminated after a set interval; when a new connection is established abnormally, the connection with the old connection point railside AP is not terminated until the vehicle-mounted AP leaves the coverage area of ​​the old connection point railside AP; the old connection point refers to the previous connection point of the current connection point.

[0034] According to another aspect of the present invention, the following technical solution is adopted: an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above method.

[0035] According to another aspect of the present invention, the following technical solution is adopted: a storage medium storing computer program instructions thereon, which, when executed by a processor, implement the steps of the above-described method.

[0036] The beneficial effects of this invention are as follows: The intelligent monitoring system, method, electronic device, and storage medium for rail transit proposed in this invention can improve the stability of train communication signals. This invention can also promptly detect train communication anomalies and hidden risks, ensuring safe train operation. Attached Figure Description

[0037] Figure 1 is a schematic diagram of the composition of a rail transit intelligent communication management system in one embodiment of the present invention.

[0038] Figure 2 is a schematic diagram of the location of feature points of the vehicle-mounted AP in one embodiment of the present invention.

[0039] Figure 3 is a flowchart of a rail transit intelligent communication management method according to an embodiment of the present invention.

[0040] Figure 4 is a schematic diagram of the composition of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0041] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0042] To further understand the present invention, preferred embodiments of the present invention are described below in conjunction with examples. However, it should be understood that these descriptions are only for further illustrating the features and advantages of the present invention, and not for limiting the scope of the claims of the present invention.

[0043] The description in this section pertains to only a few typical embodiments, and the present invention is not limited to the scope of the embodiments described. Substitution of identical or similar prior art methods with some technical features in the embodiments is also within the scope of the description and protection of this invention.

[0044] The steps described in the various embodiments in the specification are for illustrative purposes only, and the implementation of this application is not limited by the order of the steps.

[0045] The term "connection" in the specification includes both direct and indirect connections, such as connections made through active devices, passive devices, or electrical conduction media; it may also include connections made by other active or passive devices that are known to those skilled in the art and can achieve the same or similar functional purpose, such as connections made through circuits or components such as switches or follower circuits.

[0046] This invention discloses an intelligent communication management system for rail transit. Figure 1 is a schematic diagram of the composition of the intelligent communication management system for rail transit in one embodiment of this invention. Referring to Figure 1, the intelligent communication management system for rail transit includes: a server 1, at least one vehicle-mounted AP (wireless access point) 2, and at least one trackside AP 3. The server is connected to each vehicle-mounted AP 2, and each vehicle-mounted AP 2 can connect to the corresponding trackside AP 3 under the control of the server.

[0047] The server 1 includes a train speed acquisition module 11, an on-board AP location acquisition module 12, a signal strength detection module 13, and a dynamic switching management module 14.

[0048] The train speed acquisition module 11 is used to acquire the train's speed data; in addition, it may also include the train's acceleration data.

[0049] The location acquisition module 12 is used to acquire the location data of the designated on-board APs; the location acquisition module 12 can acquire the location data of the designated parts of the train using the positioning module installed on the train, and then acquire the location data of each on-board AP 2 according to the relative position of each on-board AP 2 on the train.

[0050] The signal strength detection module 13 is used to detect and set the signal strength data of the trackside AP within the set location range of the vehicle-mounted AP.

[0051] The dynamic switching management module 14 is used to control the connection switching between the on-board AP and the trackside AP based on the train speed data obtained by the train speed acquisition module, the location data obtained by the location acquisition module, and the signal strength data detected by the signal strength detection module; the dynamic switching management module performs dynamic switching management of AP connection switching through the AP dynamic switching mathematical model.

[0052] The server further includes an AP dynamic handover mathematical model construction module 15, which is used to construct an AP dynamic handover mathematical model. The AP dynamic handover mathematical model construction module preprocesses the AP connection handover data in the AP connection handover training dataset; it extracts features from the preprocessed AP connection handover data, extracts set key features, and forms a key feature combination; the key feature combination includes train running speed data, on-board AP location data, set trackside AP location data, signal strength data of trackside APs within a set range at a set location and set running speed, and handover feature point data; and constructs an AP dynamic handover mathematical model based on the key feature combination after feature processing.

[0053] The switching feature point data includes first switching location point data, second switching location point data, and switching feature point train communication quality data; the first switching location point data is the distance percentage data of the first switching location point, which is the distance H1 between the current connecting trackside AP location point and the onboard AP location point when connecting to the next connecting trackside AP: and the distance H2 between the current connecting trackside AP location point and the connection point location of the next connecting trackside AP; the second switching location point data is the distance percentage data of the second switching location point, which is the distance H3 between the current connecting trackside AP location point and the onboard AP location point when the previous connection was terminated: and the distance H4 between the onboard AP location point when the previous connection was terminated and the connection point location of the next connecting trackside AP; the switching feature point train communication quality data is the train's communication quality data during this AP switching process. Figure 2 is a schematic diagram of the location of feature points of the vehicle-mounted AP in one embodiment of the present invention; please refer to Figure 2, the function of obtaining H1:H2 is to obtain the location data of the vehicle-mounted AP between the current AP and the next AP when establishing a new connection, and the function of obtaining H3:H4 is to obtain the location data of the vehicle-mounted AP between the previous AP and the current AP when dissolving an old connection.

[0054] In one embodiment, the dynamic switching management module 14 can learn the first and second switching location data of each unit AP segment (referring to the connection segment between adjacent trackside APs) based on historical data for subsequent connection switching. In use, the dynamic switching management module can select the first and second switching location points of the corresponding AP segment based on historical data and real-time communication quality data, thereby improving communication quality. For example, a switching point that ensures communication effectiveness while saving energy can be selected.

[0055] In one embodiment of the present invention, the signal strength detection module is used to acquire signal strength curves of the trackside AP and the vehicle-mounted AP during the dynamic movement of the vehicle-mounted AP; the signal strength curves are part of the key feature combination. The dynamic switching management module controls the vehicle-mounted AP to connect with the next connection point trackside AP, and then disconnects from the current connection point trackside AP after a set time interval.

[0056] In one embodiment of the present invention, the dynamic switching management module includes: a new connection establishment management unit and an old connection termination management unit.

[0057] The new connection establishment management unit is used to analyze the signal strength curve of the vehicle-mounted AP. When the signal strength curve of the vehicle-mounted AP meets the set characteristics, the connection of the next trackside AP is established. The set characteristics include the slope of the tangent line of the signal strength curve at key feature points.

[0058] The old connection termination management unit is used to terminate the connection with the old connection point trackside AP after a set time interval when it is determined that the new connection establishment is normal; when it is determined that the new connection establishment is abnormal, it will not terminate the connection with the old connection point trackside AP until the vehicle-mounted AP leaves the coverage area of ​​the old connection point trackside AP; the old connection point refers to the previous connection point of the current connection point.

[0059] This invention also discloses a rail transit intelligent communication management method for the above-mentioned rail transit intelligent communication management system. Figure 3 is a flowchart of the rail transit intelligent communication management method in one embodiment of this invention. Referring to Figure 3, the rail transit intelligent communication management method includes:

[0060]

Step S1

[0061]

Step S2

[0062]

Step S3

[0063] [Step S4] The AP dynamic handover mathematical model construction module constructs an AP dynamic handover mathematical model; the AP dynamic handover mathematical model construction module preprocesses the AP connection handover data in the AP connection handover training dataset; it extracts features from the preprocessed AP connection handover data, extracts key features, and forms a key feature combination; the key feature combination includes train running speed data, onboard AP location data, location data of designated trackside APs, signal strength data of trackside APs within a designated range at a designated location and speed, and handover feature point data; the AP dynamic handover mathematical model is constructed based on the key feature combination after feature processing; the handover feature point data includes first handover location point data, second handover location point data, and handover feature point train communication. Quality data; the first switching position point data is the distance percentage data of the first switching position point, which is the distance H1 between the current connected trackside AP and the onboard AP when connecting to the next connected trackside AP: the distance H2 between the current connected trackside AP and the connection point of the next connected trackside AP; the second switching position point data is the distance percentage data of the second switching position point, which is the distance H3 between the current connected trackside AP and the onboard AP when the previous connection was terminated: the distance H4 between the onboard AP and the connection point of the next connected trackside AP when the previous connection was terminated; the switching feature point train communication quality data is the train communication quality data during this AP switching process. Figure 2 is a schematic diagram of the onboard AP feature point position in an embodiment of the present invention; referring to Figure 2, the function of obtaining H1:H2 is to obtain the position data of the onboard AP between the current AP and the next AP when establishing a new connection, and the function of obtaining H3:H4 is to obtain the position data of the onboard AP between the previous AP and the current AP when terminating an old connection.

[0064]

Step S5

[0065] In one embodiment of the present invention, the signal strength detection module is used to acquire signal strength curves of the trackside AP and the vehicle-mounted AP during the dynamic movement of the vehicle-mounted AP; the signal strength curves are part of the key feature combination. The dynamic switching management module controls the vehicle-mounted AP to connect with the next connection point trackside AP, and then disconnects from the current connection point trackside AP after a set time interval.

[0066] In one embodiment of the present invention, the dynamic switching process of the dynamic switching management module includes:

[0067] Analyze the signal strength curve of the vehicle-mounted AP, and establish the connection of the next trackside AP when the signal strength curve of the vehicle-mounted AP meets the set characteristics; the set characteristics include the slope of the tangent of the signal strength curve at key feature points;

[0068] When a new connection is established normally, the connection with the old connection point railside AP is terminated after a set interval; when a new connection is established abnormally, the connection with the old connection point railside AP is not terminated until the vehicle-mounted AP leaves the coverage area of ​​the old connection point railside AP; the old connection point refers to the previous connection point of the current connection point.

[0069] In one embodiment, the first and second switching location points of each AP segment (referring to the connection segment between adjacent trackside APs) can be learned based on historical data for subsequent connection switching. During use, the first and second switching location points of the corresponding AP segment can be selected based on historical data and real-time communication quality data, thereby improving communication quality.

[0070] This invention also discloses an electronic device. Figure 4 is a schematic diagram of the composition of the electronic device in one embodiment of this invention. Referring to Figure 4, at the hardware level, the electronic device includes a memory, a processor, and at least one communication interface. The processor can be a microprocessor, and the memory can include RAM, such as random access memory (RAM) or non-volatile memory. Of course, the electronic device can also be equipped with other hardware as needed.

[0071] The processor, communication interface, and memory can be interconnected via an internal bus. The memory stores programs (including operating system programs and application programs); the programs may include program code, which may include computer operation instructions. The memory may include main memory and non-volatile memory, and provides instructions and data to the processor.

[0072] In one embodiment, the processor can read the corresponding program from non-volatile memory into memory and then run it; the processor can execute the program stored in memory and specifically perform the following operations (as shown in Figure 3):

[0073]

Step S1

[0074]

Step S2

[0075]

Step S3

[0076] [Step S4] The AP dynamic handover mathematical model construction module constructs an AP dynamic handover mathematical model; the AP dynamic handover mathematical model construction module preprocesses the AP connection handover data in the AP connection handover training dataset; it extracts features from the preprocessed AP connection handover data, extracts key features, and forms a key feature combination; the key feature combination includes train running speed data, onboard AP location data, location data of designated trackside APs, signal strength data of trackside APs within a designated range at a designated location and speed, and handover feature point data; the AP dynamic handover mathematical model is constructed based on the key feature combination after feature processing; the handover feature point data includes first handover location point data, second handover location point data, and handover feature point train communication. Quality data; the first switching position point data is the distance percentage data of the first switching position point, which is the distance H1 between the current connecting trackside AP position point and the onboard AP position point when connecting to the next connecting trackside AP; the distance H2 between the current connecting trackside AP position point and the connection point of the next connecting trackside AP; the second switching position point data is the distance percentage data of the second switching position point, which is the distance H3 between the current connecting trackside AP position point and the onboard AP position point when the previous connection was terminated; the distance H4 between the onboard AP position point when the previous connection was terminated and the connection point of the next connecting trackside AP; the switching feature point train communication quality data is the train communication quality data during this AP switching process.

[0077]

Step S5

[0078] The present invention further discloses a storage medium storing computer program instructions thereon, which, when executed by a processor, implement the following steps of the method of the present invention (as shown in Figure 3):

[0079]

Step S1

[0080]

Step S2

[0081]

Step S3

[0082] [Step S4] The AP dynamic handover mathematical model construction module constructs an AP dynamic handover mathematical model; the AP dynamic handover mathematical model construction module preprocesses the AP connection handover data in the AP connection handover training dataset; it extracts features from the preprocessed AP connection handover data, extracts key features, and forms a key feature combination; the key feature combination includes train running speed data, onboard AP location data, location data of designated trackside APs, signal strength data of trackside APs within a designated range at a designated location and speed, and handover feature point data; the AP dynamic handover mathematical model is constructed based on the key feature combination after feature processing; the handover feature point data includes first handover location point data, second handover location point data, and handover feature point train communication. Quality data; the first switching position point data is the distance percentage data of the first switching position point, which is the distance H1 between the current connecting trackside AP position point and the onboard AP position point when connecting to the next connecting trackside AP; the distance H2 between the current connecting trackside AP position point and the connection point of the next connecting trackside AP; the second switching position point data is the distance percentage data of the second switching position point, which is the distance H3 between the current connecting trackside AP position point and the onboard AP position point when the previous connection was terminated; the distance H4 between the onboard AP position point when the previous connection was terminated and the connection point of the next connecting trackside AP; the switching feature point train communication quality data is the train communication quality data during this AP switching process.

[0083]

Step S5

[0084] In summary, the intelligent monitoring system, method, electronic device, and storage medium for rail transit proposed in this invention can improve the stability of train communication signals. This invention can also promptly detect train communication anomalies and hidden risks, ensuring safe train operation.

[0085] It should be noted that this application can be implemented in software and / or a combination of software and hardware; for example, it can be implemented using an application-specific integrated circuit (ASIC), a general-purpose computer, or any other similar hardware device. In some embodiments, the software program of this application can be executed by a processor to implement the steps or functions described above. Similarly, the software program of this application (including related data structures) can be stored in a computer-readable recording medium; for example, RAM memory, magnetic or optical drives, floppy disks, and similar devices. In addition, some steps or functions of this application can be implemented in hardware; for example, as circuitry that cooperates with a processor to perform the various steps or functions.

[0086] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0087] The description and application of the present invention herein are illustrative and not intended to limit the scope of the invention to the embodiments described above. Effects or advantages involved in the embodiments may not be apparent due to various factors, and the description of effects or advantages is not intended to limit the embodiments. Variations and modifications of the embodiments disclosed herein are possible, and various substitutions and equivalents of the components in the embodiments are well known to those skilled in the art. It should be apparent to those skilled in the art that the invention can be implemented in other forms, structures, arrangements, proportions, and with other components, materials, and parts without departing from the spirit or essential characteristics of the invention. Other variations and modifications can be made to the embodiments disclosed herein without departing from the scope and spirit of the invention.

Claims

1. A smart communication management system for rail transit, characterized in that, The intelligent communication management system for rail transit includes: a server, at least one onboard AP, and at least one trackside AP; the server is connected to each onboard AP, and each onboard AP can connect to a corresponding trackside AP under the control of the server; the server includes a train speed acquisition module, an onboard AP location acquisition module, a signal strength detection module, and a dynamic switching management module; the train speed acquisition module is used to acquire train speed data; the location acquisition module is used to acquire location data of a designated onboard AP; the signal strength detection module is used to detect signal strength data of trackside APs within a designated location range of the designated onboard AP; the dynamic switching management module is used to control the connection switching between the onboard AP and the trackside AP based on the train speed data acquired by the train speed acquisition module, the location data acquired by the location acquisition module, and the signal strength data detected by the signal strength detection module; the dynamic switching management module performs dynamic switching management of AP connection switching through an AP dynamic switching mathematical model; the server further includes an AP dynamic switching mathematical model construction module, which is used to construct an AP dynamic switching mathematical model; the AP dynamic switching mathematical model construction module preprocesses the AP connection switching data in the AP connection switching training dataset; and processes the data after... Preprocessed AP connection switching data undergoes feature extraction to extract key features, forming a key feature combination. A dynamic AP switching mathematical model is constructed based on this key feature combination. The key feature combination includes train speed data, onboard AP location data, location data of designated trackside APs, signal strength data of trackside APs within a designated range at the designated location and speed, and switching feature point data. The switching feature point data includes first switching location point data, second switching location point data, and train communication quality data at the switching feature points. The first switching location point data is the distance percentage data for the first switching location point. The location point distance percentage data consists of: H1, the distance between the current connected trackside AP location and the onboard AP location when the new connection is established; and H2, the distance between the current connected trackside AP location and the next connected trackside AP connection point location. The second switching location point data consists of: H3, the distance between the current connected trackside AP location and the onboard AP location when the previous connection is terminated; and H4, the distance between the onboard AP location when the previous connection is terminated and the next connected trackside AP connection point location. The switching feature point train communication quality data consists of the train's communication quality data during this AP switching process.

2. The intelligent communication management system for rail transit according to claim 1, characterized in that: The signal strength detection module is used to obtain the signal strength curves of the trackside AP and the vehicle AP during the dynamic movement of the vehicle AP; the signal strength curves are part of the key feature combination; the dynamic switching management module controls the vehicle AP to establish a connection with the next connection point trackside AP, and then disconnects the connection with the current connection point trackside AP after a set interval.

3. The intelligent communication management system for rail transit according to claim 1, characterized in that: The dynamic switching management module learns the first and second switching location data of the connection segment between adjacent trackside APs based on historical data. It then selects the first and second switching location points of the corresponding AP segment by combining historical data and real-time communication quality data in the AP dynamic switching mathematical model, thereby improving communication quality.

4. The intelligent communication management system for rail transit according to claim 1, characterized in that: The dynamic switching management module includes: a new connection establishment management unit, used to analyze the signal strength curve of the vehicle-mounted AP, and establish a connection with the next trackside AP when the signal strength curve of the vehicle-mounted AP meets the set characteristics; the set characteristics include the tangent slope of the signal strength curve at key feature points; and an old connection termination management unit, used to terminate the connection with the trackside AP at the old connection point after a set interval when it is determined that the new connection establishment is normal; and not terminate the connection with the trackside AP at the old connection point when it is determined that the new connection establishment is abnormal, until the vehicle-mounted AP leaves the coverage area of ​​the trackside AP at the old connection point; the old connection point refers to the previous connection point.

5. A rail transit intelligent communication management method of the rail transit intelligent communication management system according to any one of claims 1 to 4, characterized in that, The intelligent communication management method for rail transit includes: a train speed acquisition module acquiring train speed data; a location acquisition module acquiring location data of a designated onboard AP; a signal strength detection module detecting signal strength data of trackside APs within a designated location range of the designated onboard AP; and an AP dynamic switching mathematical model construction module constructing an AP dynamic switching mathematical model. The AP dynamic switching mathematical model construction module preprocesses AP connection switching data from the AP connection switching training dataset; extracts features from the preprocessed AP connection switching data, extracting designated key features to form a key feature combination; and constructs an AP dynamic switching mathematical model based on the key feature combination. The key feature combination includes train speed data, onboard AP location data, designated trackside AP location data, signal strength data of trackside APs within a designated range at the designated location and speed, and switching feature point data. The switching feature point data includes first switching location point data, second switching location point data, and switching feature point train communication quality data. The first switching location point data is the first switching... The location point distance ratio data includes: the first switching location point distance ratio data is the distance H1 between the current connected trackside AP location point and the onboard AP location point when the new connection is established; the distance H2 between the current connected trackside AP location point and the next connected trackside AP connection point location point; the second switching location point data is the second switching location point distance ratio data, which includes the distance H3 between the current connected trackside AP location point and the onboard AP location point when the previous connection is terminated; the distance H4 between the current connected trackside AP location point and the onboard AP location point when the previous connection is terminated; the switching feature point train communication quality data is the train communication quality data during this AP switching process; the dynamic switching management module controls the connection switching between the onboard AP and the trackside AP based on the train speed data obtained by the train speed acquisition module, the location data obtained by the location acquisition module, and the signal strength data detected by the signal strength detection module; the dynamic switching management module performs dynamic switching management of AP connection switching through the AP dynamic switching mathematical model.

6. The intelligent communication management method for rail transit according to claim 5, characterized in that: The signal strength detection module acquires the signal strength curves of the trackside AP and the vehicle AP during the dynamic movement of the vehicle AP; the signal strength curves are part of the key feature combination; the dynamic switching management module controls the vehicle AP to connect with the next connection point trackside AP, and then disconnects from the current connection point trackside AP after a set interval.

7. The intelligent communication management method for rail transit according to claim 5, characterized in that: The dynamic switching management module learns the first and second switching location data of the connection segment between adjacent trackside APs based on historical data. It then selects the first and second switching location points of the corresponding AP segment by combining historical data and real-time communication quality data in the AP dynamic switching mathematical model, thereby improving communication quality.

8. The intelligent communication management method for rail transit according to claim 5, characterized in that: The dynamic switching process of the dynamic switching management module includes: analyzing the signal strength curve of the vehicle-mounted AP; establishing a connection to the next trackside AP when the signal strength curve of the vehicle-mounted AP meets the set characteristics; the set characteristics include the tangent slope of the signal strength curve at key feature points; when it is determined that the new connection is established normally, disconnecting the connection with the trackside AP of the old connection point after a set interval; when it is determined that the new connection is established abnormally, not disconnecting the connection with the trackside AP of the old connection point until the vehicle-mounted AP leaves the coverage area of ​​the trackside AP of the old connection point; the old connection point refers to the previous connection point.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 5 to 8.

10. A storage medium storing computer program instructions thereon, characterized in that, When executed by a processor, the computer program instructions implement the steps of the method according to any one of claims 5 to 8.

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