Some jurisdictions have a standard speed hump profile. Quite whether the road builders know or care is a separate issue. In parts of China they use prefabricated steel ones, so they'd be pretty consistent. In the past we've scanned particularly problematic speed humps and built copies.
So the usual process is to measure the forces going into the wheel with a wheel force transducer as it is driven over the hump, which measures 6 dof of force at the wheel/hub interface.
Attempting to model durability type events in ADAMS is the Holy Grail of the road loads community, the difficulty is that the tire has a very complex structure. Various complex 3d high frequency tire models are available, but I don't think anybody really claims to have cracked it as a general purpose method. I have simulated speedhump, square edge pothole and curbstrike. We aren't allowed to use the WFTs for the latter two because they might break, so we use strain gages in the arms, and load cells embedded in the road surface. Then I screw around with a tire 'model' until it matches both the force pulse and the measured motion of the wheel and body (done with a crash camera) and the forces in the arms. Then interrogate the model to get forces at each interface for the FEA boys to play with.
Typically the tire model looks like a mass with a nonlinear spring.
Loads you'll see in a full on event like SEPH are of the order of 6g loading, static, but that is not an upper limit. It is designed to rip the entire suspension out of the car.
Cheers
Greg Locock
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