Muddy waters ahead.
Several have commented about V1 being a safe reject speed and what happen if during the reject. Some of this depends on certification. Not all agencies use reverse thrust in the calculation, just idle thrust and brakes. (Reverse thrust on a twin engine jet, with only one engine in maximum reverse and be a hand full and best. On a four engine maybe a little easier but not a lot of fun.)
Now if you happen to be at KMIA using a 3700 meter runway with an aircraft being rather light, no payload and maybe two hours of fuel, V1 could well exceed VR/V2. But, no pilot in his/her right mind would put V1 above VR/V2. So V1/VR are equal.
Many moons ago, at least several decades, a passenger aircraft departed San Juan,
PR and aborted after V1 and at least after VR and maybe V2. The reject was not very successful, well into the grass and maybe a lagoon or two. So the lesson is reject at or below V1, if at V1 or above continue. It is generally recognized that it takes +/- three seconds to recognize, make a decision and react to the event. Thus, many experienced crew brief that approaching V1 we will continue.
It us usually better to get the airframe airborne, handle the problem, and return for an landing. Thus the airframe can be recycled to fly again than for scrap.