The basic assumption is that the wind turbulence is horizontal. That is where the issues come from.
Consider gusting conditions that have a vertical factor, not simply the resultant wind component.
You have level flight with the associated AoA, and encounter a vertical gust. (be it uplift of downdraft) The effect from vertical winds on AoA can be significant. This is why slowing down appears to lessen the effect.
Given the multitude of angles that a vertical wind can come from, it seems that there really cannot be a definitive direct correlation between speed reduction and the effect on the G force componenet.
Consider that winds are flowing like currents in a stream, winding horizontally and vertically, or ocean waves (kelvin-helmholtz waves are an extreme example) but vertical rolling winds happen on a mesoscale all the time.
So, a few years ago, the FAA had some guidance for small aircraft operators...given that the focus was on G acceleration, you may find some value in these equations.
VA: manuvering airspeed
VB: turbulence penetration speed (max speed where gust will not overstress the ac)
VA and
VB are derived as a function of VS, clean stall speed:
VA (gross weight) = 1.95 × VS
VB (gross weight) = 1.6 × VS
VA (current weight) = VA (gross weight) × √(current weight ÷ gross weight
(note:
VB is slower than VA)
Currently, the FAA and other groups are looking at the circular velocity of the wake vortex, and how to convert this to G force and the associated effect per aircraft type, but that is a long ways off.