It depends on the airline. If you read the recent final report of the Kalitta 747 over run in Brussels, they probably could have stopped it by the end if they had deployed the T/R's. Per Kalitta Air RTO procedures, they are to be used. Why they weren't used isn't known but there are a lot of variables so it's hard to say. If they had 3-4 more seconds to assess the situation and think of pulling 1+4, it may have worked but of course, hindsight is 20/20.
On the other hand at my company we were taught not to use them on an RTO in the Lear 20 series. We did not "Arm" them for takeoff since they apparently had a mind of their own sometimes, they are hydraulic and had to be armed in order for them to move when the sub-throttles were pulled back. The thought was that if you switched them and 1 didn't arm and you got in a hurry and pulled back on both, you would have an asymmetric deployment and really had a directional problem in addition to the RTO. They have since been pinned due to an AD
so it's a non-issue. Fortunately I have not been involved in any high-speed aborts in my type aside from the sim. We just do max-braking until stoppage is assured as well as deploy the air brakes and at the Captains discretion, pull the drag chute. We do not have T/R's installed.