Resonance can lead to excessive vibration of trains and bridge structures, exacerbating fatigue and instability in bridge-track structures, further affecting the comfort and safety of train operations. Effectively eliminating resonance during the design phase and controlling resonance during service are crucial for ensuring the healthy and sustainable development of high-speed railway transportation. This paper aims to review the research progress on resonance and cancellation issues of railway train/bridge, systematically summarize the mechanisms and laws of resonance occurrence, and clarify cancellation design and resonance control methods. The paper covers six parts: basic theory of bridge resonance and cancellation, train excitation models, resonance and cancellation issues of bridges of different types, major influencing factors of bridge resonance and cancellation, bridge resonance control and field experimental research. Research shows that the conditions for bridge resonance and cancellation are influenced by boundary conditions, but generally coincide with or slightly differ from those of simply supported beams. Bridge spans and train compositions form typical bi-periodicity, this potentially results into “dual resonance” when the bridge-induced train resonance speed is equal to the train-induced bridge resonance speed. The coupling effect between trains and bridges reduces the resonance amplitude of bridges, but the actual train-bridge coupling system is stochastic and may lead to “random resonance”. For simply supported beams, the first mode dominates the resonance displacement, while the second mode has a significant impact on resonance acceleration, and higher-order mode effects can generally be ignored. For continuous beams, the second mode also generally contributes significantly to resonance displacement and cannot be ignored. Damping in bridges can effectively reduce resonance amplitudes but may also cause “leaking effects” for cancellation. When the bridge span length L is 1.5 times the characteristic length d of the train, the first-order resonance of the bridge can be effectively eliminated, which serves as the optimal span design criterion for railway bridges. Resonance conditions can be actively avoided by setting lower frequency limits for bridges and changing train compositions. Results from extensive field tests indicate that the resonance of railway bridges is predominantly characterized by the first-order vertical bending mode. This resonance shows a significant correlation with the train speed and train length (i.e., v/d).