My apologies I got mixed up. The control laws act according to actual slat and flap position. There was a runway overrun in Hongkong of Dragon air A320 VR-HYU on 6Junv1994. In it's report it explains everything. There was already an OEB in existence but crew didn't know it. After this accident the ECAM was modified. To quote from it:
The lateral control laws applied by the flight control computers correspond to the actual positions of the slats and flaps (para 1.6.4). During the event, the gains and kinematics corresponding to the Config FULL were not selected due to the fact that the slats were retracted.3.1.20 In this incident, flaps were locked at Config FULL (40°) while the FLAPS lever was set at Config 3 for the second approach, Config 1 for the third and Config 3 for the fourth approach (paras 2.4.6 and 2.4.7). The lateral control law was not optimised in these configurations and was liable to generate, in turbulent conditions, lateral oscillations when the autopilot was engaged and to increase the lateral sensitivity in roll when the aircraft was being manually flown.

What's the difference between Flaps 3 and flaps full for the control laws?

You can access the report on Google. I will quote the relevant information below:
The Kinematics figure shows that a 5°/sec side-stick demand in Config Full results in aileron and spoiler deflection of approximately 11.5° and 3°respectively. The same side-stick demand in Config 3 results in deflections of 18° and 8° respectively. Clearly the aircraft is more sensitive to controling inputs in Config 3 than in Config FULL.

Interesting facts!! Thank you again!!