I've haven't seen anything like that. I've seen ECM data that shows both the gas and brake being depressed. There was that one case where an Avalon? was brought into the dealership with the throttle pinned, car in neutral - but that was a very unusual case. As both ends of the variable resistor (in the gas pedal, APP circuit) were shorted to supply voltage. Didn't catch what details there were, but it was only reproducible by the forensics team (Safety Research and Strategies, Inc.) by backprobing the wiring and adding wire taps. Basically, they had to intentionally short out the wiring to cause this malfunction.
Doesn't mean that Toyota is completely out of the loop - the same forensics team found that there are certain combinations of failure modes that are not captured by the ECM. It all boiled down to how Toyota ECM handled unusual failure modes of the APP circuit. By design, the circuit could not lend itself to additional redundancies (ie, the pedal assembly had two Hall Effect sensors, two separate voltage sources for redundancy), but they wanted to see redundancy in the voltages as well (instead of two rising voltage waveforms with similar slopes, they wanted to see two waveforms with offset voltages and different slopes). So that more failure modes could be detectable.
I found it pretty interesting myself - with a background in electronics, physics, and engineering - computational physicist by education, government contractor working in a R&D firm on lots of "interesting" projects - both hardware and software. From what I've seen so far - the ECT and DBW system are pretty robust, but like you said - it only takes one case of a perfect storm of mechanical issues and software limitations to cause a catastrophic failure mode. The preliminary team found that there are holes in the detectable failure modes (granted, they intentionally caused non-standard failures - 4 vehicle sample) - but still, would liked to have seen the ECM atleast come up with some code saying something is wrong. NASA findings explored if there was any case of transaxle not going into neutral, brake control stripped from the operator, EMF/RFI interference, and circuit forensics (infamous tin whiskers issue) on their fleet of 58 cars that were reported to have shown SUA, only 39 with high or increasing throttle position of which 35 showed no sustained brake pedal application on the EDR boxes, the rest didn't show it or their EDR didn't have any useable data.
As far as other manufacturers running into similar things - lookup SUA for Dodge and VW/Audi. Actually more cars affected there than Toyota - but Toyota having a reputation for bulletproof reliability and some tragic accidents (that Lexus ES350 on in 2009) that were sensationalized by the media - everyone was painting Toyota to be the worse of the bunch. Car and Driver posted a chart that showed the instances of SUA in Toyota sykrocketed after 2009 - but as soon as the final report came out - incidences dropped to about average.
http://www.caranddriver.com/features/its-all-your-fault-the-dot-renders-its-verdict-on-toyotas-unintended-acceleration-scare-feature
As for the PDFs, both the preliminary document and the NASA finds should be in PDF form on the web. I've Googled them up before, but don't have the links handy.
As for Toyota "Smart Stop" brake override fix - that I think was this year (2014) - when some owners were notified. There is an ongoing thread on the Rav4world forums - one owner reported seeing a drop in MPG, others haven't seen anything different. But all have indicated a marked different in throttle behavior. Some liked it, some didn't. The trail/off-road owners were really upset that you couldn't hold throttle and apply brakes simultaneously - Smart Stop did allow it to happen only at very low speeds in 4 wheel lock mode only.
Myself - I'm still waiting until the dust clears. My dad's shop was initially involved in some of the forensic work - especially in the cases of trying to pull the car to a stop when the throttle was pinned electronically. In all cases, car was able to come to a complete stop - some not much further than if the throttle was in idle. Only cases where it became a problem was when the test driver jumped from brake to throttle repeatedly. That case, it bleed off the vacuum assist quickly, took a significant amount of force on the brake pedal to stop the car (think no power assist, all drum brakes). Some people are just not used to using that much force in a power assisted vehicle.