Design of Optimal Coasting Speed for MRT Systems Using ANN Models Hui-Jen Chuang,Member,IEEE,Chao-Shun Chen,Senior Member,IEEE, Chia-Hung Lin,Member,IEEE,Ching-Ho Hsieh,and Chin-Yin Ho
Abstract—An arti?cial neural network(ANN)has been pro-posed in this paper to determine the optimal coasting speed of train operation for the Kaohsiung Mass Rapid Transit(KMRT) system to achieve the cost minimization of energy consumption and passenger traveling time.A train performance simulation (TPS)is applied to solve the energy consumption and the travel-ing time required to complete the journey between stations with various riderships to create the data set for ANN training.The ANN model for the determination of the optimal coasting speed is then derived by performing the ANN training.To demonstrate the effectiveness of the proposed ANN model,the annual ridership forecast of the KMRT system over the project concession period from2007to2035has been used to determine the optimal coasting speed of train sets for each study year according to the distance between stations and the passenger ridership.The power con-sumption pro?le of train sets and the traveling time of passengers have been solved by TPS to verify the reduction of social cost for KMRT system operation with the optimal coasting speed derived.
Index Terms—Arti?cial neural network(ANN),mass rapid transit(MRT)systems,optimal coasting speed.
I.I NTRODUCTION
M ASS RAPID TRANSIT(MRT)systems have been im-plemented in many metropolitan areas to provide public transportation function with high passenger-carrying capacity to solve the problems of traf?c congestion and air pollution effectively.With the increase of electricity energy cost during recent years,the energy consumption by train sets has become a very critical issue for the MRT systems to pursue higher operation ef?ciency.In Taiwan,the Taipei MRT System has
Paper ICPSD-09-33,presented at the2008Industry Applications Society Annual Meeting,Edmonton,AB,Canada,October5–9,and approved for publication in the IEEE T RANSACTIONS ON I NDUSTRY A PPLICATIONS by the Energy Systems Committee of the IEEE Industry Applications Society.Man-uscript submitted for review November30,2008and released for publication April20,2009.First published September15,2009;current version published November18,2009.This work was supported by the National Science Council of Taiwan under Grant NSC94-2213-E-110-009.
H.-J.Chuang and C.-Y.Ho are with the Department of Electri-cal Engineering,Kao Yuan University,Kaohsiung821,Taiwan(e-mail: hjchuang@https://www.doczj.com/doc/ac14446909.html,.tw;zyho@https://www.doczj.com/doc/ac14446909.html,.tw).
C.-S.Chen is with the Department of Electrical Engineering,I-Shou Uni-versity,Kaohsiung840,Taiwan,and also with the Department of Electrical Engineering,National Sun Yat-Sen University,Kaohsiung80424,Taiwan (e-mail:yenchen@https://www.doczj.com/doc/ac14446909.html,.tw).
C.-H.Lin is with the Department of Electrical Engineering,National Kaohsiung University of Applied Sciences,Kaohsiung80778,Taiwan(e-mail: chlin@https://www.doczj.com/doc/ac14446909.html,.tw).
C.-H.Hsieh is with the Taiwan Power Company,Kaohsiung80424,Taiwan (e-mail:m933010019@https://www.doczj.com/doc/ac14446909.html,.tw).
Color versions of one or more of the?gures in this paper are available online at https://www.doczj.com/doc/ac14446909.html,.
Digital Object Identi?er10.1109/TIA.2009.2031898been operated for more than ten years with daily ridership over1.3million.Kaohsiung Mass Rapid Transit(KMRT)has been constructed since1999and has been commissioned in early2008.To achieve the optimization of system operation, KMRT has to design the proper coasting speed of train sets by considering the traction energy consumption and the passenger traveling time.For a typical MRT system,the energy cost will contribute more than20%of the total operation cost,and75% of the total energy consumption will be consumed by train sets for propulsion purposes.Although the energy consumption of a traction drive system can be reduced signi?cantly by operating the train sets with lower coasting speed,the traveling time to complete the journey between stations will be increased, which will deteriorate the service quality[1].To achieve the maximization of social welfare for an MRT system,the optimal coasting speed for train operation between stations should be determined by considering the cost of passenger traveling time and the cost of propulsion energy consumption of the train sets. The cost of passenger traveling time and the cost of propulsion energy consumption are determined by the ridership or the number of passengers on the train set,which varied from year to year and time to time within a daily period.An effective model should be derived to solve the optimal coasting speed for the peak and off-peak operation of the MRT system according to the change of ridership.
Many approaches have been presented[2],[3]to determine the optimal coasting speed of the MRT train sets so that the reduction of propulsion energy consumption can be obtained.A genetic-algorithm-based method[4]has been proposed to syn-thesize the lookup table of coasting speed by which the proper locations where the operation modes of motoring,coasting,and braking should be applied to minimize the energy consumption of train sets traveling between stations.Another method has been used to cope with the coasting control of MRT systems[5] by using both direct and heuristic search methods to locate the multiple coasting points for an interstation run with the speci-?ed traveling time to maintain the system performance.In[4] and[5],the start coasting point and the coasting speed of a train set are determined within the speci?ed traveling time between stations based on the decrease of energy consumption.For the operation of MRT systems,the train set starts from the station with the increase of power consumption during the acceleration stage.After reaching the coasting speed,the motoring power is switched off for energy conservation.When approaching the next station,regeneration braking is applied so that the kinetic energy of the train set can be converted into electricity energy by induction generation.The energy consumption of the
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https://www.doczj.com/doc/ac14446909.html,work and stations of the KMRT system.
train set and the corresponding traveling time to complete the journey between stations can be simulated for different coasting speeds.By operating the train set with higher speed to reduce the passenger traveling time,more energy consumption will be required.Because the optimal coasting speed of MRT train operation is a nonlinear function of the unit traveling time value of passengers,the ridership,and the distance between stations, arti?cial neural networks(ANNs)are inherently suitable for the design of coasting speed for MRT systems.
In this paper,the cost of propulsion energy consumption of train sets and the cost of traveling time of passenger for all possible operation scenarios have been solved by train performance simulation(TPS)[6]–[8]and included in the data set for the training of ANN.By applying the ANN model developed,the coasting speed and the speed pro?le of a train set operated between stations can therefore be determined according to the track alignment and passenger ridership.Up to now,ANN has been successfully used to solve the optimization problem by imitating the human neural network.It has been applied in the areas of function approximation and pattern recognition[9].It is particularly suitable for multivariable applications because of the capability to identify the interaction between the inputs and outputs.In recent years,the ANN has been applied in the areas of load forecasting[10],harmonic prediction[11],and fault protection[12].With the ANN model derived in this study,the optimal coasting speed of the train sets traveling between stations is determined and updated for each year according to the input neurons of annual ridership and track alignment[13],[14].
II.P ROBLEM D ESCRIPTION
A.Description of KMRT System
The KMRT network in Fig.1[15]consists of the Orange Line and Red Line with total track lengths of42.7km and 38train stations.Kaohsiung City Government awarded a
Build,Operate,and Transfer(BOT)contract to Kaohsiung Rapid Transit Corporation with a concession period of36years. The construction was started in2001and has been commis-sioned early2008.To ensure the service quality of the MRT system during the concession period,the headway of the KMRT system has been determined by considering the ridership fore-cast in the coming years.To derive the optimal operation strategy to maximize the social welfare,the speed pro?le and the costing speed for the train operation between two stations have to be solved by minimizing the total cost of traction energy consumption and passenger traveling time.
B.Mathematical Model of Speed Pro?le
The propulsion traction effort and various types of operation resistance of train sets traveling between stations are calculated according to the characteristics of rolling stocks,passenger loading factor,operation mode,and track alignments of the main line such as route gradient and curvature.The motion equation of the train sets has been applied to?nd the mechanical power demand and the speed of each train set along the main line for each time snapshot of TPS.
1)Train Motion Equation:For the operation of MRT sys-tems,the traction effort F A provided by induction motors will be used to generate the acceleration effort F for the train set and to overcome the operation resistance F R[6]
F=F A?F R=Ma(1) where M is the mass of the train set and a is the acceleration. The acceleration of the train set is determined according to the operation modes in each region of the speed pro?le,which will be used to solve the train speed by Euler’s method in
V n+1=V n+3.6aΔT(km/h)(2)
whereΔT is the simulation time step and V n is the correspond-ing train speed for time snapshot n.
The trapezoidal rule is then applied to?nd the new position S n+1of the train set for the next time snapshot
S n+1=S n+1
2
(V n+V n+1)
ΔT
3.6
m.(3)
The mechanical power output of the induction motors re-quired for the train set operation is then solved
P out=F A?V.(4) 2)Power Consumption of a Train Set:The power consump-tion of a train set will be varied with the acceleration,the coasting,and the braking process of the train operation.To simulate the power demand of an MRT system,the accelerating propulsion power and braking regeneration power of the train set for each snapshot are solved based on the train movement simulation by considering various operation modes.
1)Acceleration stage:When the train set starts leaving the
station,the operation mode of constant torque is applied until the train set reaches the speed of22km/h.After that, constant-power mode is applied by operating the variable
voltage variable frequency converter with quasi-six step so that the torque of the induction motors varies inversely with the speed.After the speed reaches42km/h,the operation mode of constant slip frequency is used with the torque of the driving motors inversely proportional to the square of the slip.The total energy consumption by the train set during the acceleration stage is then com-puted as the integral of propulsion power consumption.
2)Coasting stage:When the train set reaches the coasting
speed,only a small amount of propulsion power con-sumption is used to maintain the constant-speed operation for the train set.
3)Deceleration stage:When the train set approaches the
next station for deceleration with speed that is above 60km/h,the constant-power regeneration mode is used to recover the kinetic energy of the train sets by braking.
In this way,the variable mechanical braking power is also applied to provide suf?cient deceleration for the train set without causing overloading of the propulsion system.
After the speed has been reduced below60km/h,only the electric braking is applied with constant-torque mode so that full induction regeneration can be obtained.With the train speed being less than the electric brake cutoff speed of5km/h,only the mechanical braking is applied to achieve precise train stop.
C.Speed Pro?le Simulation
To calculate the movement and the corresponding power consumption of the train set along the main line of an MRT system,a TPS is developed in this paper.The total weight of the car body and passengers carried by the train set,the alignment of main lines such as locations of train stations,the gradient,curvature,and speed restriction of the main line are considered in the computer simulation.The motion equation of the train set describing the speed and time versus train location along the main line is used to derive the corresponding power consumption and speed pro?les.
The TPS has been executed for the train operation between stations O13and O14of Orange Line for the KMRT system, which having a distance of1035m with a speed restriction of 64km/h from337to525m.Fig.2shows the corresponding traction effort and speed pro?le of the train set.The constant traction torque is applied as illustrated by the straight line from knee point0to1with the corresponding speed from0to 40km/h.The constant-power operation mode is used for the range from knee point1to2—1with the traction effort propor-tional to the inverse of the train speed from40to60km/h.After the train speed reaches60km/h,the constant-slip-frequency mode is applied with the traction effort being inversely pro-portional to the square of the train speed.To comply with the speed restriction,the train speed is reduced from80to64km/h by applying the electric regeneration braking from the location of236–337m.The train set is then operated with cruising mode from337to525m by consuming very small propulsion power.After that,the train is accelerated again to increase the speed from64to80km/h,and the coasting mode is applied from603to796m by turning off the propulsion power.When
Fig.2.Traction effort and speed pro?le of a train set operating between stations O13and O14.
TABLE I
V ERIFICATION OF THE T RACTION E
FFORTS
the train approaches the next station,the electric regeneration braking is applied to achieve energy conservation by converting the kinetic energy of the train set into electricity energy for restoration.
To verify the traction effort curve by the proposed train movement simulation,the actual traction efforts of the KMRT system at the knee points have been measured in Table I.Fig.2shows the comparison of the traction effort solved by the simu-lation and the actual operation value.It is found that the traction efforts at the knee points solved by the computer simulation are rather consistent to the values obtained by a ?eld test.
Table II shows the traveling time and energy consumption of a train set operated between stations O13and O14.The traveling time to complete the journey is 72.1s.The propul-sion energy consumption for train acceleration and the energy restoration for train regeneration have been solved to be equal to 18.64and 9.98kW ·h,respectively.D.Objective Function
To design the optimal coasting speed of the train sets oper-ated between stations of the KMRT system,the objective func-tion is formulated by including the cost of energy consumption C SE and the equivalent cost of passenger traveling time P SC in
F SW =C SE +P SC .
(5)
The energy consumption and the traveling time are derived by executing the TPS for scenarios with different riderships and coasting speeds,which will be used to create the data set for the training of the proposed ANN model.
1)Equivalent Cost of Passenger Traveling Time:The equiv-alent cost of passenger traveling time is calculated by multiply-ing the traveling time of all passengers to complete the journey
TABLE II
T RAVELING T IME AND E NERGY C ONSUMPTION FOR T RAIN O PERATION
B ETWEEN S TATIONS O13AND
O14
Fig.3.Headway and passenger loading of the train sets between stations O13and O14over the study years.
between stations with the unit time value [14].By comparing to the traveling time required for the maximum coasting speed of 80km/h,the traveling time cost of passengers at different coasting speed will be increased in
P SC =V v ?R ?
Δt 3600
(6)
where V v is the unit cost of passenger traveling time.R and Δt are the total passengers on the train set and the increase of traveling time (in seconds),respectively.
2)Energy Consumption Cost:The cost of energy consump-tion for a train set operated between stations with different coasting speed is calculated according to the reduction of energy consumption multiplied by the unit cost of energy in
C SE =ΔE ?C E .
(7)
E.Headway of Train Operation
With the growth of ridership over the study years,the head-ways of train operation are reduced accordingly to comply with the criterion of service quality.The loading factor (LF)of the train sets and the operation headway of each transit route during a peak period are derived according to the annual ridership forecast.Fig.3shows the headway and passenger loading of the train sets operated between stations O13and O14of the Orange Line.From the ?gure,the headways of the train operation for the Orange Line are reduced in 2009,2010,2015,and 2032with a minimum headway of 2min after 2032.
III.D ERIVATION OF THE ANN M ODEL FOR
O PTIMAL C OASTING S PEED
A multilayer feedforward neural network with back-propagation algorithm has been adopted in this study to derive
Fig.4.Two-layer feedforward network.
the ANN model for the determination of the optimal coasting speed of train sets.The data are propagated from the input layer to the hidden layers before reaching the?nal output layer.The error signals at the output layer are then propagated back to both the hidden layers and input layer.The sum of square error (SSE)is then minimized by adjusting the synapse between two layers and bias in any layer during the training process of the ANN models as shown in Fig.4.For a multilayer network,the input v k+1(i)and output y k+1(i)of neuron i in the k+1layer can be expressed,respectively,as
v k+1(i)=
Sk
j=1
w k+1(i,j)y k(j)+b k+1(i)(8)
y k+1(i)=φk+1
v k+1(i)
(9)
where Sk is the number of outputs in the k th layer.w k+1(i,j),
b k+1(i),andφk+1represent the synapti
c weight,the bias,
and the activation function of neuron i in the(k+1)th layer.
Because the objective function to maximize the social welfare
consists of the equivalent cost of passenger traveling time and
the cost of propulsion energy consumption,the neuron of the
input layer v k+1(i)is de?ned as the unit price of passenger
traveling time,the ridership,and the distance between stations.
The neuron of the output layer y k+1(i)is the optimal coasting
speed of the train set to be determined.For an ANN with
K layers,the system equations in matrix form are given as ˉy0=ˉp(10)ˉy k+1=ˉφk+1(W k+1ˉy k+ˉb k+1),k=0,1,...K?1(11) where the input signal vectorˉp with Z variables is expressed
as[p(1),p(2),...,p(Z)]T.The input/output vector pairs are {(ˉp1,ˉq1),(ˉp2,ˉq2),...,(ˉp R,ˉq R)},which are generated by per-forming the TPS with different scenarios of ridership and
distance between stations,propulsion energy consumption,pas-
senger traveling time,and the optimal coasting speed of the
train set.By representing the SSE as the performance index for
the ANN,the error function is solved as
E=1
2
R
r=1
ˉq r?ˉy K r
T
ˉq r?ˉy K r
=
1
2
R
r=1
(ˉe r)Tˉe r(12)
whereˉe r=ˉq r?ˉy K r is the output error andˉy K r is the?nal
output of the r th input.To minimize the mean-square error
function E(ˉx)in
E(ˉx)=
N
i=1
e2i(ˉx)
N
(13)
with respect to vectorˉx,the Newton’s method is given by
Δˉx=?
?2E(ˉx)
?1
?E(ˉx)(14)
where
ˉx=
w1(1,1)w1(1,2),...,w1(S1,Z)b1(1),...,
b1(S1)w2(1,1),...,b K(SK)
T
(15)
?E(ˉx)=J T(ˉx)ˉe(ˉx)(16)
?2E(ˉx)=J T(ˉx)J(ˉx)+S(ˉx)(17)
J(ˉx)=
?
??
??
?
?e1(ˉx)
?x1
?e1(ˉx)
?x2
···?e1(ˉx)
?x m
?e2(ˉx)
?x1
?e2(ˉx)
?x2
···?e2(ˉx)
?x m
..
.
..
.
..
.
..
.
?e N(ˉx)
?x1
?e N(ˉx)
?x2
···?e N(ˉx)
?x m
?
??
??
?
(18)
S(ˉx)=
N
i=1
ˉe i(ˉx)?2ˉe i(ˉx).(19)
N=R×SK.The synaptic weights and biases are adjusted by
Δˉx=?
J T(ˉx)J(ˉx)
?1
J T(ˉx)ˉe(ˉx).(20)
To enhance the performance of the ANN training process,
the Levenberg–Marquardt back-propagation(LMBP)algorithm
[16]is applied in the Newton’s method as
Δˉx=?
J T(ˉx)J(ˉx)+μI
?1
J T(ˉx)ˉe(ˉx)(21)
where the parameterμis updated according to the change of
the performance index for each iteration and I is the identity
matrix.For the LMBP algorithm,all of the input/output vector
pairs R are given to the network?rst,and the corresponding
outputs and errors are computed by using(10),(11),and
(13).
Fig.5.Derivation of the ANN model for optimal coasting speed
planning.
Fig.6.Increase of the traveling time cost ΔT C and decrease of the energy consumption cost ΔC SE with coasting speed from 80to 65km/h.
The Jacobian matrix J (ˉx )in (18)and the incremental change Δˉx in (21)are calculated,and the performance index is updated with the new operating point of ˉx +Δˉx .The ANN becomes converged when the performance index is less than the speci?ed tolerance.Otherwise,the parameter μis modi?ed to repeat the training process of the neural network.Fig.5shows the derivation process of the proposed ANN model for the KMRT system.
IV .S IMULATION R ESULTS
A.Data Set for ANN Training
To generate the data set for the training of the ANN model to solve the optimal coasting speed of the train set with speed restriction,the operation of a train set between stations O13and O14of the Orange Line of KMRT has been selected for the computer simulation.Fig.6shows the increase of the equivalent time cost of passenger traveling time (ΔT C )and the decrease of the energy consumption cost (ΔC SE )when the coasting speed of the train set is reduced from 80to 65km/h.With the decrease of the coasting speed,the corresponding energy consumption of the train set will be reduced,whereas the traveling time to complete the journey will be longer.The passenger traveling time cost is also increased with the increase of the unit traveling time value of
passengers.
Fig.7.Optimal coasting speed and ridership with different values of passen-ger traveling time.
To generate the data set for training of the proposed ANN model,the objective function is solved by varying the unit cost of passenger traveling time for different riderships in Fig.7.With the increase of the ridership and the unit value of pas-senger traveling time,the optimal coasting speed is increased to achieve the best social welfare.For the unit value of pas-senger traveling time of NT$60/h,the optimal coasting speed of 80km/h should be applied for the train operation with the ridership of more than 423passengers.Furthermore,the same optimal coasting speed of 71km/h should be considered for the ridership between 335passengers and 364passengers with the unit value of passenger traveling time of NT$35/h because the value of the objective function resulted remains the same.
B.Design of Optimal Coasting Speed
After performing the training of the neural network with the back-propagation process,the ANN model for the design of the optimal coasting speed has been derived in this paper.The optimal coasting speed for the Orange Line of the KMRT sys-tem during the concession period of the BOT project has been obtained by considering the unit value of passenger traveling time,the ridership,and the propulsion energy consumption.To demonstrate the effectiveness of the proposed methodology to determine the optimal coasting speed of an MRT system,the line section between stations O13and O14of the Orange Line has been selected for the computer simulation.The ridership and the operation headway have been determined according to the ridership forecast and the service criterion of the KMRT system.For the system operation during a peak period,the optimal coasting speed of the train sets has been solved as shown in Fig.8.It is found that the headway is reduced with the growth of the ridership at speci?c years to comply with the service criterion,and the optimal coasting speed for each study year is varied with the change of the passenger ridership.The optimal coasting speed of the train sets is increased with the increase of the unit value of passenger traveling time,although the propulsion energy consumption will be increased too.
To illustrate the cost reduction for the KMRT system opera-tion by adopting the proposed coasting speed,Fig.9shows the reduction of the energy consumption cost and the increase of
Fig.8.Optimal coasting speed and ridership of a train set for O13–O14. Fig.9.Reduction of the energy consumption cost,increase of the traveling
time cost,and reduction of the total cost for train operation with the optimal
coasting speed.
the passenger traveling time cost for the operation of train sets between O13and O14over the study years.The traveling time to complete the journey with the optimal coasting speed will be longer as compared to the train operation with the maximum coasting speed of80km/h.For2019,the cost of energy consumption has been reduced by NT$3.9milion,whereas the cost of passenger traveling time is increased by NT$2.0 million.The net cost reduction of NT$1.9million has therefore been obtained.It is estimated that the social welfare will be increased by NT$49million over the concession period for the train operation between O13and O14with the optimal coasting speed solved by the proposed ANN model.For the?nal year of the concession period,the optimal coasting speeds of the train sets operated between two stations have been solved as shown in Fig.10.It is found that the maximum operation speed of80km/h should be applied for the journey between O7and O8because of the heavy ridership,whereas a coasting speed of 65km/h is used for the journey between O4and O5because of the light ridership and shorter distance between stations. With the increase of electricity cost in the future,the slower coasting speed will be considered to achieve more reduction of the energy consumption for the KMRT system.
V.C ONCLUSION
In this paper,an ANN model has been derived to deter-mine the optimal coasting speed of the train operation for the KMRT system to achieve the maximization of social welfare.Fig.10.Optimal coasting speed of the train sets for the Orange Line during a peak period.
The objective function is formulated by considering the cost of propulsion energy consumption of the train sets and the traveling time cost of the passengers.The energy consumption and the traveling time to complete the journey with different riderships and distances between stations have been calculated by TPS to generate the data set for the training of the ANN. By considering the variations of the traveling time values of passengers,the energy charge rate,the ridership of train sets, and the distance between stations,the optimal coasting speed of the train sets is derived by the ANN model derived in a very ef?cient way.
To demonstrate the effectiveness of the proposed ANN model to solve the optimal coasting speed of the train sets,the Orange Line of the KMRT system has been selected for the computer simulation.By applying the ANN model derived, the optimal coasting speeds of the train operation have been determined according to the distance between stations,the annual ridership over the study years.By operating the train sets with the proposed optimal coasting speed,the traveling time cost of passengers to complete the journey is increased. However,the reduction of the energy consumption cost ob-tained will be more signi?cant and economically justi?ed.With the dynamic variation of the passenger ridership for the daily MRT operation,the ANN model derived can be used to support the adjustment of coasting speed for train operation to enhance the operation ef?ciency of MRT systems by considering the costs of energy consumption and passenger traveling time.It is concluded that the ANN model derived does provide an important tool for the design of a proper operation strategy to achieve the maximization of social welfare for the operation of MRT systems.
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Hui-Jen Chuang(M’98)received the B.S.and
M.S.degrees in electrical engineering from National
Taiwan University of Science and Technology,
Taipei,Taiwan,in1990and1992,respectively,and
the Ph.D.degree in electrical engineering from Na-
tional Sun Yat-Sen University,Kaohsiung,Taiwan,
in2002.
He is currently an Associate Professor at Kao
Yuan University,Kaohsiung.His research interest is
in the area of load?ow and power system analysis of
mass rapid transit
systems.
Chao-Shun Chen(S’81–M’84–SM’07)received the
B.S.degree in electrical engineering from National
Taiwan University,Taipei,Taiwan,in1976,and the
M.S.and Ph.D.degrees in electrical engineering
from the University of Texas at Arlington,in1981
and1984,respectively.
From1984to1994,he was with National Sun Yat-
Sen University,Kaohsiung,Taiwan,as a Professor.
From1993to1997,he was with the Kaohsiung Mass
Rapid Transit Department as the Deputy Director,in
charge of electrical and mechanical system planning.
He is currently a Full Professor in the Department of Electrical Engineering,
I-Shou University,Kaohsiung.He is also a Professor in the Department of
Electrical Engineering,National Sun Yat-Sen University.His research inter-
ests include distribution automation,cogeneration systems,and electrical and
mechanical systems of mass rapid transit networks.
Dr.Chen is a Registered Professional Engineer in
Taiwan.
Chia-Hung Lin(S’95–M’98)received the B.S.de-
gree from National Taiwan Institute of Technology,
Taipei,Taiwan,in1991,the M.S.degree from the
University of Pittsburgh,Pittsburgh,PA,in1993,and
the Ph.D.degree in electrical engineering from the
University of Texas at Arlington,in1997.
He is currently a Full Professor at National Kaoh-
siung University of Applied Sciences,Kaohsiung,
Taiwan.His area of interest is distribution automa-
tion and computer applications to power
systems.
Ching-Ho Hsieh received the B.S.degree from Na-
tional Kaohsiung University of Applied Sciences,
Kaohsiung,Taiwan,in2004,and the M.S.degree
from National Sun Yat-Sen University,Kaohsiung,
in2006.
He is currently with Taiwan Power Company,
Kaohsiung,Taiwan.His research interest is in the
area of mass rapid transit
systems.
Chin-Yin Ho received the B.S.degree from National
Kaohsiung Normal University,Kaohsiung,Taiwan,
in1991,and the M.S.degree from the Department
of Mathematics,National Cheng Kung University,
Tainan City,Taiwan,in1994.
Since August1994,she has been with the Depart-
ment of Electrical Engineering,Kao Yuan Univer-
sity,Kaohsiung,where she is currently a Lecturer.
Her research interests are in the areas of load survey
study and computer applications to power systems.
感官动词和使役动词 默认分类2010-05-28 23:14:26 阅读46 评论0 字号：大中小订阅 使役动词，比如let make have就是3个比较重要的 have sb to do 没有这个用法的 只有have sb doing.听凭某人做某事 have sb do 让某人做某事 have sth done 让某事被完成（就是让别人做） 另外： 使役动词 1.使役动词是表示使、令、让、帮、叫等意义的不完全及物动词,主要有make(使,令), let(让), help(帮助), have(叫)等。 2.使役动词后接受词,再接原形不定词作受词补语。 He made me laugh. 他使我发笑。 I let him go. 我让他走开。 I helped him repair the car. 我帮他修理汽车。 Please have him come here. 请叫他到这里来。 3.使役动词还可以接过去分词作受词补语。 I have my hair cut every month. 我每个月理发。 4.使役动词的被动语态的受词补语用不定词,不用原形不定词。 (主)He made me laugh. 他使我笑了。 (被)I was made to laugh by him. 我被他逗笑了。 使役动词有以下用法： a. have somebody do sth让某人去做某事 ??i had him arrange for a car. b. have somebody doing sth.让某人持续做某事。 ??he had us laughing all through lunch. 注意：用于否定名时，表示“允许” i won't have you running around in the house. 我不允许你在家里到处乱跑。 ******** 小议“使役动词”的用法 1. have sb do 让某人干某事 e.g:What would you have me do? have sb/sth doing 让某人或某事处于某种状态，听任 e.g: I won't have women working in our company. The two cheats had the light burning all night long. have sth done 让别人干某事，遭受到 e.g:you 'd better have your teeth pulled out. He had his pocket picked. notes: "done"这个动作不是主语发出来的。 2.make sb do sth 让某人干某事 e.g:They made me repeat the story. What makes the grass grow?
感官动词 1.see, hear, listen to, watch, notice等词，后接宾语，再接省略to的动词不定式或ing形式。前者表全过程，后者表正在进行。句中有频率词时，以上的词也常跟动词原形。 注释:省略to的动词不定式--to do是动词不定式，省略了to,剩下do，其形式和动词原形是一样的，但说法不同。 see sb do sth 看到某人做了某事 see sb doing sth 看到某人在做某事 hear sb do sth 听到某人做了某事 hear sb doing sth 听到某人在做某事 以此类推... I heard someone knocking at the door when I fell asleep. (我入睡时有人正敲门,强调当时正在敲门) I heard someone knock at the door three times. (听到有人敲门的全过程) I often watch my classmates play volleyball after school. (此处有频率词often) （了解）若以上词用于被动语态，须将省略的to还原： see sb do sth----sb be seen to do sth hear sb do sth----sb be seen to do sth 以此类推... We saw him go into the restaurant. → He was seen to go into the restaurant. I hear the boy cry every day. → The boy is heard to cry every day. 2.感官动词look, sound, smell, taste, feel可当系动词，后接形容词。 He looks angry. His explanation sounds reasonable. The cakes smell nice.
英语中感官动词的用法 一、感官动词 1、感官动词(及物动词)有：see/notice/look at/watch/observe/listen to/hear/feel(Vt)/taste(Vt)/smell(Vt) 2、连缀动词(含感官不及物动词) be/get/become/feel/look/sound/smell/taste/keep/stay/seem/ appear/grow/turn/prove/remain/go/run 二、具体用法： 1、see, hear, smell, taste, feel,这五个动词均可作连系动词，后面接形容词作表语，说明主语所处的状态。其意思分别为"看/听/闻/尝/摸起来……"。除look之外，其它几个动词的主语往往是物，而不是人。 例如：These flowers smell very sweet.这些花闻起来很香。 The tomatoes feel very soft.这些西红柿摸起来很软。 2、这些动词后面也可接介词like短语，like后面常用名词。 例如：Her idea sounds like fun.她的主意听起来很有趣。 3、这五个感官动词也可作实义动词,除look(当"看起来……"讲时)只能作不及物动词外,其余四个既可作及物动词也可作不及物动词,此时作为实义动词讲时其主语一般为人。 例如:She smelt the meat.她闻了闻那块肉。 I felt in my pocket for cigarettes.我用手在口袋里摸香烟。 4、taste, smell作不及物动词时,可用于"t aste / smell + of +名词"结构,意为"有……味道/气味"。 例如:The air in the room smells of earth.房间里的空气有股泥土味。 5、它们(sound除外)可以直接作名词,与have或take构成短语。 例如：May I have a taste of the mooncakes?我可以尝一口这月饼吗？taste有品位、味道的意思。 例如：I don’t like the taste of the garlic.我不喜欢大蒜的味道。 She dresses in poor taste.她穿着没有品位。 look有外观，特色的意思，例：The place has a European look.此地具有欧洲特色。 feel有感觉，感受的意思，watch有手表，观察的意思。例：My watch is expensive.我的手表很贵。 6、其中look, sound, feel还能构成"look / sound / feel + as if +从句"结构，意为"看起来/听起来/感觉好像……"。 例如：It looks as if our class is going to win.看来我们班好像要获胜了。 7、感官动词+do与+doing的区别： see, watch, observe, notice, look at, hear, listen to, smell, taste, feel + do表示动作的完整性，真实性；+doing 表示动作的连续性，进行性。 I saw him work in the garden yesterday.昨天我看见他在花园里干活了。(强调"我看见了"
1.感官动词用法之一：see, hear, listen to, watch, notice等词，后接宾语，再接动词原形或ing形式。前者表全过程，后者表正在进行。句中有频率词时，以上的词也常跟动词原形。 I heard someone knocking at the door when I fell asleep. (我入睡时有人正敲门) I heard someone knock at the door three times. (听的是全过程) I often watch my classmates play volleyball after school.(此处有频率词often) 若以上词用于被动语态，后面原有动词原形改为带to不定式： We saw him go into the restaurant. →He was seen to go into the restaurant. I hear the boy cry every day. →The boy is heard to cry every day. 2.感官动词用法之二：look, sound, smell, taste, feel可当系动词，后接形容词： He looks angry. It sounds good. The flowers smell beautiful. The sweets taste sweet. The silk feels soft. I felt tired. They all looked tired. 这些动词都不用于被动语态。如：The sweets are tasted sweet.是个病句。注意：如果加介词like,则后不可接形容词，而接名词或代词：
感官动词的概念和相关考点 1、什么是感官动词？ 听觉：listen to、hear 视觉：look at、seem、watch 嗅觉：smell 触觉：feel、touch 味觉：taste 2、感官动词如何正确使用？ Tom drove his car away. →I saw him drive away. (全过程) 用法一：somebody did sth + I saw this I saw somebody do something. Tom was waiting for the bus. →I saw Tom waiting for the bus. (看不到全过程) 用法二：somebody was doing sth + I saw this I saw somebody doing something 练习： 一、句子翻译 1. I didn,t hear you come in. 2. I suddenly felt sth touch me on the shoulder. 3. I could hear it raining. 4. Listen to the birds singing. 5. Can you smell sth burning? 6. I found Sue in my room reading my letters. 二、灵活运用 1. I saw Ann waiting for the bus. 2. I saw Dave and Helen playing tenins. 3. I saw Clair having her meal. 三、选择最佳选项 1. Did anybody see the accident (happen/happening)? 2. We listen to the old man (tell/telling) his story from beginning to the end. 3. Listen! Can you hear a baby (cry/crying)? 4.—Why did you turn around suddenly? — I heard someone (call/calling) my name. 5. We watched the two men (open/opening) a window and (climb/climbing) through it into house. 6. When we got there, we found our cat (sleep/sleeping) on the table. 四、感官动词的被动语态 Oh，the milk is tasted strange.
我们学过了五个与人的感觉有关的动词，它们是look，sound，smel l，taste，feel，我们可称之为“感官”动词。它们的用法有着许多相同点，但也有不同之处，现就此作一小结。 一、这五个动词均可作连系动词，后面接形容词作表语，说明主语所处的状态。其意思分别为“看/听/闻/尝/摸起来……”。除loo k之外，其它几个动词的主语往往是物，而不是人。例如：These flowers smell very sweet. 这些花闻起来很香。 The tomatoes feel very soft. 这些西红柿摸起来很软。 The music sounds beautiful. 二、这些动词后面也可接介词like短语，like后面常用名词。例如： Her idea sounds like fun. 她的主意听起来很有趣。 He looks like his father. 三、这五个感官动词也可作实义动词，除look（当“看起来……”讲时）只能作不及物动词外，其余四个既可作及物动词也可作不及物动词，其主语通常是人。例如： She smelt the meat. 她闻了闻那块肉。
I felt in my pocket for cigarettes. 我用手在口袋里摸香烟。 He tasted the soup and added some salt. Miss Wang asked us to look at the blackboard. 四、taste，smell作不及物动词时，可用于“taste / smell + of + 名词”结构，意为“有……味道 / 气味”。例如： The air in the room smells of earth. 房间里的空气有股泥土味。 The bread taste of sugar. 五、它们（sound除外）可以直接作名词，与have或take构成短语。例如： May I have a taste of the mooncakes？我可以尝一口这月饼吗？ May I have a look at your photo? 六、其中look，sound，feel还能构成“look / sound / feel + as if +从句”结构，意为“看起来/听起来/ 感觉好像……”。例如：
在基础英语写作中往往有学生对谓语的选用有一定困惑，其中就有一类特殊的动词：感官动词。今天就由来为大家把其用法进行一下总结： (A)感官动词(及物动词)有： see/notice/look at/watch/observe/listen to/hear/feel(Vt)/taste(Vt)/smell(Vt) (B)连缀动词(含感官不及物动词) be/get/become/feel/look/sound/smell/taste/keep/stay/seem/ appear/grow/turn/prove/remain/go/run 一、see, hear, feel, watch, look,这五个动词均可作 连系动词，后面接形容词作表语，说明主语所处的状态。其意思分别为"看/听/闻/尝/摸起来……" look之外，其它几个动词的主语往往是物，而不是人。 例如： These flowers smell very sweet.这些花闻起来很香。 The tomatoes feel very soft.这些西红柿摸起来很软。 二、这些动词后面也可接介词like短语，like后面常用名词。 例如： Her idea sounds like fun.她的主意听起来很有趣。 三、这五个感官动词也可作实义动词,除look(当"看起来……"讲时)只能作不及物动词外,其余四个既可作及物动词也可作不及物动词,此时作为实义动词讲时其主语一般为人。(和1有区别) 例如: She smelt the meat.她闻了闻那块肉。 I felt in my pocket for cigarettes.我用手在口袋里摸香烟。 四、taste, smell作不及物动词时,可用于"taste / smell + of +名词"结构,意为"有……味道/气味"。 例如: The air in the room smells of earth.房间里的空气有股泥土味。 五、它们(sound除外)可以直接作名词,与have或take构成短语。 例如: May I have a taste of the mooncakes?我可以尝一口这月饼吗? taste有品位，味道的意思 例：I don't like the taste of the garlic. 我不喜欢大蒜的味道。 She dresses in poor taste.她穿着没有品位。 look有外观，特色的意思 例：The place has a European look.此地具有欧洲特色。 feel有感觉，感受的意思 watch有手表，观察的意思 例：My watch is expensive.我的手表很贵。 六、其中look, sound, feel还能构成"look / sound / feel + as if +从句"结构，意为"看起来/听起来/感觉好像……"。 例如：
感官动词表示人的感官动作，可作完全及物动词或不完全及物动词，例如：see/look/watch/notice/observe, hear/listen to, taste, smell, feel/touch. 一、感官动词经常和情态动词can 连用，例如： hear: Can you hear that? 你能听到吗？ see: I can't see much. 我看不太清楚。 feel: I can feel the baby moving inside me. 我能感觉到婴儿在我体内移动。 二、感官动词用于进行时，表明主语或感知者集中在一个特别的对象上，是一种自愿的动作，常见的有listen to, look at, touch, smell 和taste，例如： listen to: He is listening to the radio. 他正在听收音机。 look at: They are looking at the picture. 他们正在看这幅画。 touch: She is touching her cat. 她正在抚摸她的猫。 smell: She is smelling the flowers. 她在闻花。 taste:
We are tasting champagne. 我们正在品尝香槟。 并不是所有的感官动词都可以用进行时，例如： 误：She was hearing a noise. 误：He was seeing a woman in the rain. 但当hear 在表达一种经历时，可以用进行时；see 在表达与人见面或是约会，可以用进行时，等等，例如： hearing: She was always hearing voices in her head. 她脑子里总有声音。 seeing: She is seeing the doctor. 她正在看医生。 He was seeing another woman. 他在和另一个女人约会。 三、感官动词的特殊用法 1、感官动词+ 宾语+ 不带to 不定式，例如： We heard you leave. 我们听见你走了。 解析：此句强调的重点是“We heard". I saw her go. 我看见她走了。 解析：此句强调的重点是"I saw" . 2、感官动词 + 宾语 + 动名词，例如： We heard you leaving. 我们听见你走了。 解析：此句强调的重点是“you leaving",相当于 We heard you when you
“感官”动词用法小结 我们学过了五个与人的感觉有关的动词,它们就是look,sound,smell,ta ste,feel,我们可称之为“感官”动词。它们的用法有着许多相同点,但也有不同之处,现就此作一小结。 一、这五个动词均可作连系动词,后面接形容词作表语,说明主语所处的状态。其意思分别为“瞧/听/闻/尝/摸起来……”。除look之外,其它几个动词的主语往往就是物,而不就是人。例如: These flowers smell very sweet、这些花闻起来很香。 The tomatoes feel very soft、这些西红柿摸起来很软。 The music sounds beautiful、 二、这些动词后面也可接介词like短语,like后面常用名词。例如: Her idea sounds like fun、她的主意听起来很有趣。 He looks like his father、 三、这五个感官动词也可作实义动词,除look(当“瞧起来……”讲时)只能作不及物动词外,其余四个既可作及物动词也可作不及物动词,其主语通常就是人。例如: She smelt the meat、她闻了闻那块肉。
I felt in my pocket for cigarettes、我用手在口袋里摸香烟。 He tasted the soup and added some salt、 Miss Wang asked us to look at the blackboard、 四、taste,smell作不及物动词时,可用于“taste / smell + of + 名词”结构,意为“有……味道/ 气味”。例如: The air in the room smells of earth、房间里的空气有股泥土味。The bread taste of sugar、 五、它们(sound除外)可以直接作名词,与have或take构成短语。例如: May I have a taste of the mooncakes？我可以尝一口这月饼不？May I have a look at your photo? 六、其中look,sound,feel还能构成“look / sound / feel + as if +从句”结构,意为“瞧起来/听起来/ 感觉好像……”。例如: It looks as if our class is going to win、瞧来好像我们班要获胜了It sounds as if the rain is very heavy、
英语中感官动词的用法 二、具体用法： 1、see, hear, smell, taste, feel,这五个动词均可作连系动词，后面接形容词作表语，说明主语所处的状态。其意思分别为"看/听/闻/尝/摸起来……"。除look之外，其它几个动词的主语往往是物，而不是人。 例如：These flowers smell very sweet.这些花闻起来很香。 The tomatoes feel very soft.这些西红柿摸起来很软。 2、这些动词后面也可接介词like短语，like后面常用名词。 例如：Her idea sounds like fun.她的主意听起来很有趣。 3、这五个感官动词也可作实义动词,除look(当"看起来……"讲时)只能作不及物动词外,其余四个既可作及物动词也可作不及物动词,此时作为实义动词讲时其主语一般为人。 例如:She smelt the meat.她闻了闻那块肉。 I felt in my pocket for cigarettes.我用手在口袋里摸香烟。 4、taste, smell作不及物动词时,可用于"t aste / smell + of +名词"结构,意为"有……味道/气味"。 例如:The air in the room smells of earth.房间里的空气有股泥土味。 5、它们(sound除外)可以直接作名词,与have或take构成短语。 例如：May I have a taste of the mooncakes?我可以尝一口这月饼吗？taste有品位、味道的意思。 例如：I don’t like the taste of the garlic.我不喜欢大蒜的味道。 She dresses in poor taste.她穿着没有品位。 look有外观，特色的意思，例：The place has a European look.此地具有欧洲特色。 feel有感觉，感受的意思，watch有手表，观察的意思。例：My watch is expensive.我的手表很贵。 6、其中look, sound, feel还能构成"look / sound / feel + as if +从句"结构，意为"看起来/听起来/感觉好像……"。 例如：It looks as if our class is going to win.看来我们班好像要获胜了。 7、感官动词+do与+doing的区别： see, watch, observe, notice, look at, hear, listen to, smell, taste, feel + do表示动作的完整性，真实性；+doing 表示动作的连续性，进行性。 I saw him work in the garden yesterday.昨天我看见他在花园里干活了。(强调"我看见了"这个事实) I saw him working in the garden yesterday.昨天我见他正在花园里干活。（强调"我见他正干活"这个动作）
感官动词的用法 1.see, hear, listen to, watch, notice等词，后接宾语，再接省略to的动词不定式或ing形式。前者表全过程，后者表正在进行。句中有频率词时，以上的词也常跟动词原形。 注释:省略to的动词不定式--to do是动词不定式，省略了to,剩下do，其形式和动词原形是一样的，但说法不同。 see sb do sth 看到某人做了某事 see sb doing sth 看到某人在做某事 hear sb do sth 听到某人做了某事 hear sb doing sth 听到某人在做某事 以此类推... I heard someone knocking at the door when I fell asleep. (我入睡时有人正敲门,强调当时正在敲门) I heard someone knock at the door three times. (听到有人敲门的全过程) I often watch my classmates play volleyball after school. (此处有频率词often) （了解）若以上词用于被动语态，须将省略的to还原： see sb do sth----sb be seen to do sth hear sb do sth----sb be seen to do sth 以此类推... We saw him go into the restaurant. → He was seen to go into the restaurant. I hear the boy cry every day. → The boy is heard to cry every day. 2.感官动词look, sound, smell, taste, feel可当系动词，后接形容词。 He looks angry. His explanation sounds reasonable. The cakes smell nice.
感官动词用法 (A)感官动词(及物)有： see/notice/look_at/watch/notice/observe/listen_to/hear/feel(Vt)/taste(Vt)/smell(Vt) (B)连缀动词(含感官不及物) be/get/become/feel/look/sound/smell/taste/keep/stay/seem/ appear/grow/turn/prove/remain/go/run 一、see, hear, feel, watch, look,这五个动词均可作连系动词，后面接形容词作表语，说明主语所处的状态。其意思分别为"看/听/闻/尝/摸起来……"。除look之外，其它几个动词的主语往往是物，而不是人。例如： These flowers smell very sweet.这些花闻起来很香。 The tomatoes feel very soft.这些西红柿摸起来很软。 二、这些动词后面也可接介词like短语，like后面常用名词。例如： Her idea sounds like fun.她的主意听起来很有趣。 三、这五个感官动词也可作实义动词,除look(当"看起来……"讲时)只能作不及物动词外,其余四个既可作及物动词也可作不及物动词,其主语通常是人。例如: She smelt the meat.她闻了闻那块肉。 I felt in my pocket for cigarettes.我用手在口袋里摸香烟。 四、taste, smell作不及物动词时,可用于"taste / smell + of +名词"结构,意为"有……味道/气味"。例如: The air in the room smells of earth.房间里的空气有股泥土味。 五、它们(sound除外)可以直接作名词,与have或take构成短语。例如: May I have a taste of the mooncakes?我可以尝一口这月饼吗？ 六、其中look, sound, feel还能构成"look / sound / feel + as if +从句"结构，意为"看起来/听起来/感觉好像……"。例如： It looks as if our class is going to win.看来好像我们班要获胜了 1. 在表示生理感觉的动词后的不定式不带to。这类词有：
first 感官动词 1、感官动词(及物动词)有：see/notice/look at/watch/observe/listen to/hear/feel(Vt)/taste(Vt)/smell(Vt) 2、连缀动词(含感官不及物动词) be/get/become/feel/look/sound/smell/taste/keep/stay/seem/ appear/grow/turn/prove/remain/go/run 二、具体用法： 1、see, hear, smell, taste, feel,这五个动词均可作连系动词，后面接形容词作表语，说明主语所处的状态。其意思分别为"看/听/闻/尝/摸起来……"。除look 之外，其它几个动词的主语往往是物，而不是人。 例如：These flowers smell very sweet.这些花闻起来很香。 The tomatoes feel very soft.这些西红柿摸起来很软。 2、这些动词后面也可接介词like 短语，like 后面常用名词。 例如：Her idea sounds like fun.她的主意听起来很有趣。 3、这五个感官动词也可作实义动词,除look(当"看起来……"讲时)只能作不及物动词外,其余四个既可作及物动词也可作不及物动词,此时作为实义动词讲时其主语一般为人。 例如:She smelt the meat.她闻了闻那块肉。 I felt in my pocket for cigarettes.我用手在口袋里摸香烟。 4、taste, smell 作不及物动词时,可用于"taste / smell + of +名词"结构,意为"有……味道/气味"。 例如:The air in the room smells of earth.房间里的空气有股泥土味。 5、它们(sound 除外)可以直接作名词,与have 或take 构成短语。 例如：May I have a taste of the mooncakes?我可以尝一口这月饼吗？taste 有品位、味道的意思。 例如：I don’t like the taste of the garlic. 我不喜欢大蒜的味道。 She dresses in poor taste.她穿着没有品位。 look 有外观，特色的意思，例：The place has a European look.此地具有欧洲特色。 feel 有感觉，感受的意思，watch 有手表，观察的意思。例：My watch is expensive.我的手表很贵。 6、其中look, sound, feel 还能构成"look / sound / feel + as if +从句"结构，意为"看起来/听起来/感觉好像……"。 例如：It looks as if our class is going to win.看来我们班好像要获胜了。 7、感官动词+do 与+doing 的区别： see, watch, observe, notice, look at, hear, listen to, smell, taste, feel + do 表示动作的完整性，真实性；+doing 表示动作的连续性，进行性。 I saw him work in the garden yesterday. 昨天我看见他在花园里干活了。(强调"我看见了"这个事实)
“感官”动词用法小结 主要的感官动词有：look，sound，smell，taste，feel 一、这五个动词后面接形容词作表语，说明主语所处的状态。其意思分别为“看/听/闻/尝/摸起来……”。除look之外，其它几个动词的主语往往是物，而不是人。例如： These flowers smell very sweet. 这些花闻起来很香。 The tomatoes feel very soft. 这些西红柿摸起来很软。 The music sounds beautiful. 这首歌听起来很动听。 用法的感官动词还有：hear, notice, watch, listen (to) 习题 ( )1.Don’t eat that meat. It smells______. A.dirty B.delicious C.bad ( ) 2. In the Science Museum, the children felt _____ to see so many ______ things. A.surprised; amazed B. surprising; amazing C. surprising; amazed D. surprised; amazing ( )3.I am eating cookies. Do you want to______one?
A.tastes B.taste C.tasting ( )4.Look! The butterflies are flying here and there. They look very______. A.beautiful B.beautifully C.beauty ( )5.That’s a good idea! It sounds______. A.interested B.interesting C.interest ( )6.Birthday cake is ready now, and it______nice.Would you like some? A.smells B.feels C.sounds ( )7.Oh, the vegetables have too much sugar.They taste______. A.salty B.hot C.sweet ( ) 8. ----Have you ever heard the song Welcome to Beijing? ---Yes, it _______ nice. A. hears B. sounds C. looks D. Listens ( ) 9. The girl's voice sounds_____. Maybe she can become a good singer when she grows up. A. sweet B. sweetly C. beautifully ( )10.The table______ very smooth.（光滑的） A looks B turns C feels D smells ( ) 11. Grandma, you must feel ________ after cleaning the house. Let’s take a rest. A. tired B. well C. good D. angry
感官动词的用法 1. see, hear, listen to, watch, notice 等词，后接宾语，再接省略to 的动词不定式或ing 形式。前者表全过程，后者表正在进行。句中有频率词时，以上的词也常跟动词原形。 注释: 省略to的动词不定式--todo是动词不定式，省略了to,剩下do，其形式和动词原形是一样的，但说法不同。 see sb do sth看到某人做了某事 see sb doing sth看到某人在做某事 hear sb do sth听到某人做了某事 hear sb doi ng sth听到某人在做某事 以此类推... I heard someone knocking at the door when I fell asleep. 我（入睡时有人正敲门, 强调当时正在敲门） I heard someone knock at the door three times. （听到有人敲门的全过程）I often watch my classmates play volleyball after school. 此（处有频率词often） （了解）若以上词用于被动语态，须将省略的to 还原： see sb do sth --- sb be seen to do sth hear sb do sth -- sb be seen to do sth 以此类推... Wesawhimgoi ntotherestaura nt. — Hewassee ntogoi ntotherestaura nt」hear the boy cry every day. —yThehbard to cry every day.
初中英语感官动词的用法 一、感官动词 1、感官动词(及物动词)有：see/notice/look at/watch/observe/listen to/hear/feel(Vt)/taste(Vt)/smell(Vt) 2、连缀动词(含感官不及物动词) ： be/get/become/feel/look/sound/smell/taste/keep/stay/seem/ appear/grow/turn/prove/remain/go/run 二、具体用法： 1、see, hear, smell, taste, feel,这五个动词均可作连系动词，后面接形容词作表语，说明主语所处的状态。其意思分别为"看/听/闻/尝/摸起来……"。除look之外，其它几个动词的主语往往是物，而不是人。 例如：These flowers smell very sweet.这些花闻起来很香。 The tomatoes feel very soft.这些西红柿摸起来很软。 2、这些动词后面也可接介词like短语，like后面常用名词。 例如：Her idea sounds like fun.她的主意听起来很有趣。 3、这五个感官动词也可作实义动词,除look(当"看起来……"讲时)只能作不及物动词外,其余四个既可作及物动词也可作不及物动词,此时作为实义动词讲时其主语一般为人。 例如:She smelt the meat.她闻了闻那块肉。 I felt in my pocket for cigarettes.我用手在口袋里摸香烟。 4、taste, smell作不及物动词时,可用于"taste / smell + of +名词"结构,意为"有……味道/气味"。 例如:The air in the room smells of earth.房间里的空气有股泥土味。 5、它们(sound除外)可以直接作名词,与have或take构成短语。 例如：May I have a taste of the mooncakes?我可以尝一口这月饼吗?taste有品位、味道的意思。 例如：I don’t like the taste of the garlic. 我不喜欢大蒜的味道。 She dresses in poor taste.她穿着没有品位。 look有外观，特色的意思，例：The place has a European look.此地具有欧洲特色。 feel有感觉，感受的意思，watch有手表，观察的意思。例：My watch is expensive.我的手表很贵。 6、其中look, sound, feel还能构成"look / sound / feel + as if +从句"结构，意为"看起来/听起来/感觉好像……"。 例如：It looks as if our class is going to win.看来我们班好像要获胜了。 7、感官动词+do与+doing的区别： see, watch, observe, notice, look at, hear, listen to, smell, taste, feel + do 表示动作的完整性，真实性;+doing 表示动作的连续性，进行性。 I saw him work in the garden yesterday. 昨天我看见他在花园里干活了。(强调"我看见了"这个事实) I saw him working in the garden yesterday.昨天我见他正在花园里干活。(强调"我见他正干活"这个动作)