For what it's worth I've tried to write our checklists in such a way that if the MEL doesn't allow the failure (eg single TRU failure as quoted) or I think it unwise to "continue flight" (engine chip warning springs to mind) I use "Land as soon as practical". I think this is a reasonably sensible approach because you do not really wish to be stuck offshore waiting for engineering support in bad weather with all the other associated problems, and the pilot is not necessarily aware of any other potential problems (such as is the engine about to grind to a halt or is the DC essential bus about to blow up). Better to go somewhere where the engineers can look at the problem in a hangar.
If the MEL allows continued flight (eg with various AFCS/IFDS discrepancies) then no problem, provided as stated above you comply with the provisions of the MEL when you next touch down.