To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect.Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution.Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under highspeed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. To study the wheel / rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established , and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains ; however, the rail crack mainly propagates in the opening mode under high speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction.