Aborted take off. What happens next?
A lot depends on whether the reject happened during the high energy or low energy phase of the takeoff.  The boundary between the two is the reason for the speed call "xx knots", usually 80 knots or 90 knots, during the takeoff roll.

There will be specific procedures to follow following a reject, depending on the airplane and the airline's own procedures.  Normally the first thing is to bring the airplane to a complete stop on the runway, set the parking brake, and evaluate the situation (you might find something's on fire and you need to order an emergency evacuation right there).  You'll have called reject to ATC when the decision was made, so ATC will expect you to stop and will tell aircraft behind you to abandon the approach (and will likely have dispatched the fire trucks to your location just in case).  Now there are situations where judgement and common sense is applied and if you rejected at the beginning of the roll because a binder fell on the floor and made a big bang but you were only going 40kt, and you realized what it was right away, you might just tell ATC what you are doing and taxi clear.  However with rejects, it's usually assumed the runway is contaminated with FOD and ATC may close it anyway to have a runway inspection done.

As soon as you are satisfied that no evacuation is required and it's safe to taxi, you'll taxi to the ramp.  If it's a low energy reject, and you have a BTMS (Brake Temperature Monitoring System) you can expect to only have to wait for the BTMS indications to get back into the green before going out again.  If the BTMS is inoperative and was deferred under the Minimum Equipment List, you will likely have to consult some QRH  (Quick Reference Handbook) brake cooling time tables to determine how long you have to wait.

If the reject was high energy (above the 80/90 kt speed call), or if the BTMS indications are giving an extreme overheat indication (red) because you rejected after you'd already nearly overheated the brakes while taxiing from riding them, you can expect to be required to have a brake and tire inspection performed before you can go out again.  Rejects close to V1/decision speed are considered high risk maneuvers in the general scheme of things.  In any case, a call to Maintenance Control will be the next thing after getting clear of the runway to figure out what to do.

Brake use by crews during taxi has a big effect on things and prudent brake use is really important.  It's easy to get brake temperatures close to the yellow (or white) range just from riding them constantly to hold the airplane back if it has more thrust at idle than it needs to roll at taxi speed. You have to either let it speed up, apply brakes, then let them off over and over, taxi with one engine, or use idle reverse (which airlines don't like you using because it uses up reverser cycles with a maintenance impact).  The CRJ200 is really bad for this and can can get rolling to pretty high speeds with both engines at idle; it's like driving a car with the idle speed set way too high when you just want it to creep along.