At times the, part throttle mostly, the throttle body model and the driver demand table agree on the airflow.
At times, WOT, its beneficial to allow them to vary. Boosted OEM cars, usually they are calibrated not to vary as the TB model will have an inlet pressure sensor instead of assuming constant barometric pressure.
At other times, Idle, the throttle body model is in sonic flow and the model isn't accurate so the engine is controlled mainly by the driver demand and torque to load model. The torue to load and load to torque model is used at all times.This definitely falls into what we are discussing with mapped points weight being the physical cam positions, and snap to lines and points tring to make calculations simpler.
Its confusing because it is complex with the numerous feedback loops and feedforward models. Definitely can be a can of worms because it varys with what you are talking about. Theres three "Torques" you want to familiarize your self with. Scheduled/ indicated torque(TTL/LTT model), Driver demand/ ETC torque(Driver demand table/ throttle body model), and Engine brake torque(calculated based on actual conditions).
The indicated/ scheduled torque is directly controlled by the driver demand/ ETC torque. It is indirectly controlled by the ECU controlling the engine brake torque (like idle, traction control, IPC and other limits).
Unless you are in one of these indirect situations, your goal should be to make engine brake torque equal driver demand. Just like des MAF = MAF sensor. And everything in between including cam actual and desired. The less the system has to fight to correct error, the more "tuned" it is and the better things will perform.
Attachment 131591
This picture shows how it takes the engine brake torque(calculated via driver demand/ throttle body model) and determines the desired airflow through the MAF.
It may not be exactly like this, but very close.