This is completely normal in Aircrafts like the A380 , Boieing 777 etc . Hands off at V1 (Engine failure recognition speed) is perfectly proper in an aircraft with multiple engines.
The throttles still moves , however the power setting (EPR) is in the computer and the precise setting of the engines is automated. The Pilot Flying the aircraft will still feel the throttles vibrating under his hand, but it's the auto throttle doing it, and not the flight engineer.
If Auto thrust is engaged, then there are 3 detents - Climb, Max Continuous/Flex and TOGA.
If Autothrust is not engaged (at any time in the flight) then the thrust levers work just like the T/Ls on any other aircraft.
During take off, the T/Ls are placed either in TOGA (Take Off/Go Around) if the pilot is doing a max power T/O, or in Flex/Max Continuous detent if the pilot is doing a Flex power T/O. When the levers are in either of these detents the FADEC (Full authority digital engine control) will give the aircraft the max power available for that selection (It depends on the ambient conditions). When the aircraft reach the Thrust Reduction altitude the pilot may choose to move the levers backwards to the Climb detent, and will then get Climb power. The levers remain in this detent until the pilot reduces thrust to idle in the flare during the landing . This means that the FADEC will give the aircraft whatever power is necessary to achieve what you are trying to do - climb power for the climb, or whatever thrust is necessary to achieve your cruising Mach number, or desired rate of descent or whatever.
If an engine fails, then the levers on the remaining engines are moved back into the Flex/Max Continuous detent, and the aircraft will get Max Continuous power. If the pilot has to do a go-around at the destination, the pilot puts the levers into the TOGA detent and the aircraft will get all the power available.