The E170/175/190/195 have TOGA buttons at the rear of the thrust levers. (In addition to go-around pitch/thrust they switch to FMS guidance and arm NAV mode.)
The Fokker 70/100 had them in between the thrust levers and they had to be pulled up to engage (and they targeted 2000fpm climb/200KIAS or 1000fpm if engine-out was sensed). There were almost identical in movement to the idle locks on the Dash 8.
All turboprops I have seen so far had TOGA buttons at the side of the power levers (where jets have their Authothrust disconnect buttons) which makes for a bit of confusion when changing to a jet.
The only Flight Director I ever experienced on a small GA aircraft set pitch to about 8 degrees when the GA button (on the instrument panel next to the vernier-type throttle) was pushed.
The Airbus version seems intuitive but requires a detent or end stop. If there's a fault with the Airbus design it is not having enough mechanical range between IDLE and CLB, causing manual thrust control to be quite fiddly.