Let's try to relate to conventional aircraft and talk about in air characteristics as it is more relevant to flying. In an oversimplifying attempt of explanation.
In air for conventional aircraft the amount of pitch in cockpit controls determine the amount of response. The more you pitch or roll, the more the aircraft pitch or roll. The faster you do it, the faster the aircraft does it.
On the Airbus in the air, the more you move the cockpit control, the FASTER the aircraft response. It does not matter whether you do it fast or slow, it is the amount you move your sidestick that matters.
Fundamentally this FBW algorithm will work in tandem with autotrim. Picture a turn, conventionally you turn an amount to get your bank angle and hold it there until you want to level off then you level off your control.
In Airbus you will neutralise your control when the bank angle is achieved. You DO NOT hold the displacement. Aircraft is trimmed in roll. When you want to level off you have to ask the aircraft to turn the opposite side, you need to input a roll in the opposite side to neutralise. However when the aircraft reverts back to Direct Law, the normal conventional behaviour of your ab-initio aircraft (as discussed earlier) prevails.
But it may not be conducive to think or analyse too much in flying. You wanna go left you turn left, wanna go right you turn right. Just remember there is autotrim and when you get what you desire, neutralise.
Having understand this fundamental philosophy then you can get into the protection (bank beyond 33deg, full deflection limitation of direct law during high speed take off roll regime...) part. Step by step.