Typically it may be something like (based upon, but not 100% identical to) BA 737:
"Up to 80kts we'll call "STOP" for any problem. Between 80kts and V1 we will only call "STOP" for any Fire, Engine Failure, severe handling difficulty, obviously blocked runway or pilot incapacitation.
If "STOP" is called I will pull the power/thrust levers to idle, apply maximum braking, reverse thrust as appropriate and bring the aeroplane to a halt on the runway centreline. You will deploy the speedbrake/check auto speedbrake deployment, monitor my braking and take control once we reach taxy speed.
When stationary, you will apply the parking brake, diagnose the nature of the problem and command me to action the appropriate checklist actions. I will complete the actions required whilst you liaise with ATC and cabin crew and if you order an evacuation we will complete the evacuation checklist.
After V1, the take off will be continued. We will rotate at the normal speed, and aim to climb at V2 to V2+25kt to acceleration altitude of 1500' agl (insert actual figure here). We will retract the gear when we have a positive climb rate and then when the aeroplane is under control we will identify the failure and carry out the required memory actions. No further drills will completed until after the acceleration profile.
We will level at acceleration altitude, accelerating to 210kt, retracting flaps on schedule (depends upon T/O flap setting). At 210kt we will set maximum continuous power, initiate a climb at 210kt to MSA and then complete the QRH checklist during the climb.
Our further intention is to return for an ILS/divert to ......
Any questions?"
As I say, based upon BA 737 but not entirely. Technical aspects will vary, of course, and some of the actions will depend upon the company SOP - due to variables such as who handles the power levers etc.
Still, that should give a flavour.