The thrust is calculated so that at any speed below V1, the a/c can be stopped on the remaining runway. Often that distance is less than that required to continue a takeoff after losing an engine.
In order to provide the basis for takeoff performance charts and, these days, software, engineers determine by experimentation and interpolation braking distance from various speeds, weights and runway conditions and then add the mandated margins.
The fancy new takeoff performance software in the laptop uses the braking distance in its calculations.
Now if the laptop software also told the pilots that braking distance and if remaining distance signs were available for distances beyond 3000' where the first runway marks appear (for those cases where more than 3000' is required to stop from V1), the crew would know when the required braking distance came up before V1 that either the weight is wrong or that they did not obtain sufficient thrust at a point where they can get the a/c stopped before going off the end.