Abstract: In order to investigate the stress behavior of fastening system for ballastless track caused by high-speed train load, an elaborated nonlinearly dynamic finite element model for track-subgrade-foundation system was developed based on elaborate modelling method. In this model the actual shape and dimension of fastening system was sufficiently considered. The influence of rail cant and hyper elastic behavior of rubber material were taken into account. The initial stress condition in foundation was generated and was treated as the starting state for solving the static stress state in track-subgrade-foundation prior to the movement of train load. The verified three dimensional viscoelastic static-dynamic unified artificial boundary with high precision was introduced to represent infinite domain, and the dynamic contact behavior between different parts of the overall model was simulated based on interaction theory. The input excitation was acquired in field measurement, and the running of train was modelled as moving load at high speed. The correctness of the developed model was simultaneously validated by different indices obtained from different locations of subgrade in high-speed rail. The stress states of main components in the fastening system under high speed movement of train load were investigated in detail. The results show that the Mises dynamic stress distribution at the bottom of rail is significantly nonuniform than that at the inner side due to the influence of rail cant, and the dynamic stress response of the spring bar is the most severe at the cross-sectional direction of the subgrade, and the clamping forces of fastener are at the same magnitude in three directions. Mises dynamic stress is distributed on the top surface of the sleeper in saddle shape, with a large middle and small ends. The dynamic stresses on the bottom surface of the inner and outer anchoring bolts of the rail firstly decrease and then increase with the decrease of the distance from the rail, and the maximum values are 2.56 MPa and 7.14 MPa, respectively. The Mises dynamic stress at the bottom of the insulating and buffering rubber pad is highly non-uniform, showing local spring back and compression, and the value of stress is in the magnitude of Pa. For the five-layer structure below the bottom surface of the rail, Mises dynamic stress is determined by the relative stiffness of different components. The Mises dynamic stress has a sudden change of over 1000 times at the interface with significant stiffness differences, while the Mises dynamic stress remains almost the same at the bottom and top surface of the same layer. The transfer mechanism of train load through solid fastening system has been revealed.