1. Introduction
In recent years, with the continuous development of high-rise technology, more and more attention has been paid to the functional requirements of buildings to ensure safety and quality. The frequency control problem is becoming increasingly prominent for long-span structures, which has become an important factor affecting the structure. The main problems are size and the architectural effect. Many projects at home and abroad have adopted a long-span multi-tower structure, and corridors connect the towers. On the one hand, its role is to connect different buildings by setting up corridors to form a relatively whole structure, making the traffic between buildings more convenient and pedestrians more comfortable and faster; on the other hand, due to the unique shape of the multi-tower structure, it brings a solid visual impact and makes the building more distinctive. The corridor’s design is the same as the design of the urban bridge, and more and more attention is being paid to buildings’ safety, durability, and comfort [
1]. With the continuous development of material properties, the span of corridors is also increasing. Its natural frequency is also significantly improved and close to the pedestrian step frequency, which can easily cause corridor resonance. Resonance will adversely affect the safety and use of the structure [
2]. The fundamental frequency has been used to calculate the flexural rigidity of thin-walled box-girder bridge members. An accurate fundamental frequency value is also a proper indicator for axial load estimation in steel beams, bridge cables, and hangers [
3,
4]. The larger-span bridge has a significant vibration, which is harmful to the safe use of the project [
5]. Some bridges in Japan and France also show apparent resonance. Such as Japan’s T and M bridges [
6] and France’s Sofrino bridges [
7]. It can be seen that understanding the dynamic characteristics of large-span structures is of great significance for their safe use.
Domestic and foreign scholars have conducted a lot of research on the human-induced vibration of footbridges and their vibration reduction methods. Xu first applied MTMD to single-degree-of-freedom systems to reduce the resonance caused by broadband random excitation and proposed the idea of MTMD with linear frequency distribution [
8]. Fu et al. used the force platform to give the vertical component of the single-step excitation load and the horizontal cross-bridge component drop foot curve. They considered that the vertical component curve had two peaks and a trough [
9]. Andriacchi carried out experimental research. The research shows that with the increase in step frequency, the vertical excitation load under continuous walking increases obviously, and the step frequency significantly affects the amplitude and waveform of the vertical excitation load time history curve [
10]. Galbraith tested the vertical component of the excitation load caused by different movement modes of pedestrians, from slow walking to running, and pointed out that the running excitation load had only one peak [
11]. Wheeler conducted a more detailed study of the walking load, systematically summarized the results of excitation load tests from slow walking to running, and summarized the relationship between walking load parameters (peak value, time, etc.) and the step frequency. It is pointed out that, in general, the amplitude, stride, and pace of the walking load increase with an increase in the step frequency [
12,
13]. Matsumoto verified through experiments that the step frequency of normal walking obeys a normal distribution with an expectation of 2.0 Hz and a standard deviation of 0.173 Hz [
14,
15]. Bachmann believes that the frequency range of a pedestrian walking is 1.6 to 2.4 Hz, running is 2.0 to 3.5 Hz, bouncing is 1.8 to 3.4 Hz, and the horizontal body swing is 0.4 to 0.7 Hz at rest [
16].
In addition, the phenomenon of the human–bridge interaction during the vibration of the footbridge is almost inevitable because the human is itself a complex control system with an automatic control function. In general, the problem of the pedestrian–bridge vibration interaction needs to be considered in two aspects [
17,
18]. First, the appearance of pedestrians on the bridge deck changes the dynamic characteristics, such as the damping and natural frequency of the pedestrian bridge. Mourning believed that even if the primary natural frequency of the footbridge is not in the normal walking frequency range (1.8~2.2 Hz), the synchronization effect of the crowd excitation load should also be considered [
19]. In practical use, some footbridges have problems such as excessive vibration and other performance problems, which need to be solved by people. People feeling the vibration is a complex problem related to the intensity of the structural vibration, the environment in which people live, and the sensitivity of the people. Many countries in the world have detailed regulations and descriptions on structural comforts, such as the International Organization for Standardization ISO10137-2007 [
20], the American steel structure design guide AISC-11 [
21], the British steel concrete bridge design specification BS5400 [
22], the European specification Eurocode: Basis of Structural Design [
23], and the Swedish specification Bro200, etc. [
24].
In summary, many scholars’ research on pedestrian vibration control is biased towards pedestrian bridges, and there is a lack of definition of failure modes and corresponding thresholds [
25,
26]. There are few studies on the vibration control of corridors, and many cases lack reference to measured data. Currently, the research on the walking ‘synchronization’ phenomenon is mainly based on the observation results of footbridge vibration examples, which are still based on preliminary perceptual knowledge. TMD vibration control is only used in a few footbridge structures in China, which is the content of thematic research. The evaluation of its application effect needs to be further explored and determined. Therefore, it is of great practical value and significance to discuss the design parameters and vibration reduction effect of the TMD and how to maximize the vibration reduction performance of the vibration reduction device. This paper introduces the vertical vibration test of an actual multi-tower structure corridor equipped with a TMD and compares the field test results with finite element analysis. Finally, the comfort evaluation is given according to the Chinese code. It has specific practical value for the project’s vibration control and comfort evaluation, which can be used as a reference for engineering designers.