There is not much to add to the two good answers, but I'll try to refine them. The main reason for a stall is flow separation and, accordingly, lift loss beyond the angle of attack of maximum lift. Unfortunately, this is not a fixed number, but it depends on a range of parameters. The three most important ones are Reynolds number, rate of pitch increase and Mach number.
The Reynolds number characterizes the ratio of inertial and viscous forces in a fluid. In other words, friction has more influence on airflow at lower speeds and smaller dimensions. Friction is the main reason for flow separation (please read the linked article to get an explanation), and the slower the wing moves through air, the smaller the stall angle of attack is. In a taildragger taxiing at 10 knots, the wing is certainly stalled.
In flight you need to factor in how much lift you demand from the wing. This is determined by the product of aircraft mass and load factor. If you fly a parabola with zero g, you need no lift, and the aircraft's wing will not stall at any speed. Note, however, that the elevator might need to create substantial lift in order to keep the wing close to it's zero-lift angle of attack, so the elevator might stall at low speed. You will notice when this happens, because your parabola will come to a sudden end.
On the other end, flying a steep turn might cause a stall even at high speed, if you pull too many gs for the given speed. This is just the same as a stall in level flight at low speed. Due to Reynolds number effects, the stall angle of attack might be a few degrees higher, but details depend on the particular aircraft and it's airfoils. Generally, your stall speed in a turn goes up with the inverse of the square root of the cosine of the bank angle. In a 60° turn, your stall speed is 1.41 of your level stall speed, and at 75° it will be almost double your level stall speed.
The pitch rate can have a dramatic, but short-lived influence. See this post for details. In tests, the maximum lift could be increased by 50% simply by quickly pitching up. If the stall AoA is approached rapidly, the boundary layer over most of the wing has still the characteristics which go with the low AoA that prevailed when that parcel of air flowed around the wing's nose. Once that boundary layer has been washed away, the airplane is deeply in stall territory and needs to pitch down a lot to recover. Pitch fast enough, and normally benign aircraft can show dangerous stall characteristics. This is fun to try, but make sure you have enough altitude below you to recover.
And now for the influence of Mach number. Again, this post has more details (scroll down to the lower five paragraphs). Once part of the flow over the wing becomes supersonic, maximum lift suffers and the stall angle of attack is lowered dramatically. This is a high-speed stall, and it can become hard to recover. Stalling means a loss of lift, so the aircraft will pitch down, picking up more speed. This will drive it deeper into the high Mach region with severe shocks on the wing, so by accelerating it will make the stalling condition worse.
Especially high altitude aircraft can get into a condition where they fly right between the low-speed and the high-speed stall. Decelerating means increasing the angle of attack above it's maximum, and accelerating means the shocks on the wings get worse, reducing lift and forcing the aircraft into a prolonged shallow dive, until air density is sufficient for recovery. U-2 pilots called this the coffin corner of the flight envelope.
Wing sweep increases the maximum angle of attack, and with leading edge sweep angles of 60° and more, flow separation at the leading edge creates a vortex which increases lift with higher angles of attack, so that a normal stall does not occur. Of course, pitch high enough and the vortex will become unstable, but increased drag, separated flow around the vertical tail and vortices on the forward fuselage will limit how high you can pitch. The F-4 Phantom II has a maximum angle of attack at just 23°, where the wings will happily produce a positive lift gradient with angle of attack. But the vertical tail rapidly becomes ineffective beyond those 23°, and the aircraft will violently yaw out of control if that angle is exceeded (nose slice). Effectively, aircraft like the F-4 never stall, they just go out of control if you pitch up too much.