针对滑行道桥冲击系数计算理论不完善的问题，通过理论推导、数值仿真和现场试验，系统研究了连续滑行道桥挠度冲击系数的影响因素及分布规律。首先，根据Mindlin-Reissner板壳理论推导了两等跨连续板壳结构在飞机多个移动质量-弹簧-阻尼系统作用下的冲击系数解析式，并与折面梁理论建立力学联系；然后，以不同跨径、宽度的连续滑行道桥为研究对象，选用空间三轴飞机模型，采用ANSYS建立飞机-桥梁相互作用数值仿真分析模型，并根据青岛胶东机场滑行道桥的现场监测数据验证模型的正确性；最后分析了不同主梁、截面位置、桥面不平整度和飞机滑行速度工况下的挠度冲击系数变化规律。研究结果表明：连续滑行道桥边缘梁出现反向挠曲，该梁冲击系数最大；冲击系数的最大值不一定位于跨中；宽跨比小于2时，不同截面的冲击系数差异显著；宽跨比大于3时，板壳的力学行为使得各截面冲击系数差异较小；桥面不平整度劣化引起冲击系数显著增大；滑行速度为45 ~ 65 km/h时，冲击系数无显著变化。研究结果可为连续滑行道桥精细化设计与动力评估提供参考。

To address the incomplete calculation theory of the dynamic load allowance (DLA) for taxiway bridges, the influencing factors and the distribution pattern of the DLA were systematically investigated with theoretical derivations, numerical simulations and field tests. First, an analytical expression for the DLA of a two-span continuous plate shell structure under multiple moving mass-spring-damper systems was derived based on the Mindlin-Reissner plate shell theory, which established a mechanical relationship with the folded girder theory. Subsequently, an interaction aircraft-bridge numerical vibration analysis model was developed using ANSYS, where a three-axis spatial aircraft model was applied to investigate continuous taxiway bridges with different spans and widths. Then, the dynamic analysis program for aircraft-taxiway bridges was developed and validated using strain data from field monitoring of the Qingdao Airport taxiway bridge. Finally, the deflection DLA patterns were analyzed for different girders, cross-sections, bridge deck roughness and aircraft taxiing speed conditions. The results indicate that the edge girders of the taxiway bridges deflected backwards and have the highest DLA. The maximum DLA does not always occur at the midspan. The DLA varies significantly across different cross-sections when the width-to-span ratios below 2. While plate-shell mechanical behavior results in reduced variation of the DLA among cross-sections when the ratios above 3. The deterioration of the bridge deck roughness resulted in a significant increase in the DLA. The designed taxiing speed between 45 and 65 km/h, illustrating no significant impact. The research can provide a reference for the refined design and dynamic evaluation of the continuous taxiway bridges.