Increasing pitch attitude to flare just prior to touchdown initially increases AOA by an equal amount, however as flight path angle increases from approximately -3 degrees during the approach to close to zero at touchdown AOA drops off some. At a given speed and airplane configuration, lift is roughly proportional to AOA (Cl vs. AOA). The lift when descending through 100 feet on a stable approach equals the weight. Similarly, when touching down after flaring the lift is back to just about matching the weight. In between the lift is higher during the flare when flight path angle is changing to reduce the sink rate. Final approach, flare, and touchdown are all rather dynamic, but if you think of it as sequencing through 1g on approach, approximately 1.2g during flare, and back to 1g at touchdown it is fairly straight forward to see that AOA must increase and then decrease back to close to the approach AOA as the wheels settle gently onto the runway.
Ground effect does provide slightly more lift at a given AOA thus allowing the touchdown AOA to be slightly lower than that during the final approach prior to getting to within a wing span of the ground where ground effect comes into play. Usually, thrust is retarded to idle during flare so the airplane is slowing as well as entering ground effect. These two changes work in opposite directions with regard to the AOA needed for 1g flight so the net effect is very little. AOA at touchdown is almost exactly the same as AOA during final approach.