Not ignore. Consider. That is why SOME caution messages are not inhibited during the high speed takeoff phase. Most SOP’s would have the PM call out the message then Captain makes the RTO decision.
Examples where caution messages might be relevant in go/no go decisions are anti-icing failure messages when taking off in to icing conditions. Or as another poster suggested - a generator failure on take off when a generator is already deferred. If this happened departing in low visibility, then a cat 2/3 approach/autoland return to departure airport would not be possible. A flight to take off alternate with a single electrical power source would result. Not ideal.
It is not always black and white. However, high speed RTO’s are potentially consequential and that too is a factor in the decision to abort a take off prior to V1 when the failure is not one that mandates an aborted takeoff per the FCOM/SOP.