초록 ▼

An upper wheel fairing assembly for increasing the propulsive efficiency of a wheeled vehicle having wheels otherwise exposed to headwinds, comprising a deflector panel or skirt panel assembly mounted upstream in front of a rearward wheel set, ideally extending downward to not lower than the level o

An upper wheel fairing assembly for increasing the propulsive efficiency of a wheeled vehicle having wheels otherwise exposed to headwinds, comprising a deflector panel or skirt panel assembly mounted upstream in front of a rearward wheel set, ideally extending downward to not lower than the level of the axle, and arranged to deflect headwinds from impinging upon the high drag-inducing mechanically advantaged upper wheel surfaces downward onto the low drag-inducing mechanically disadvantaged lower wheel surfaces.

대표청구항 ▼

1. A wind-diverting apparatus for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle having a vehicle body supported thereunder by a rearward wheel assembly largely exposed to headwinds impinging substantially unimpeded thereon above an

1. A wind-diverting apparatus for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle having a vehicle body supported thereunder by a rearward wheel assembly largely exposed to headwinds impinging substantially unimpeded thereon above an axle of the wheel assembly when the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising: an aerodynamic deflector panel assembly attached to a nonrotatable structural member of a frame or a body of the vehicle employing the wheel assembly otherwise exposed to a headwind impinging substantially unimpeded wholly above a level of an axis of the axle directly upon a major primary vehicle-drag-inducing portion of forward-facing upper circumferential surfaces of a tire of said wheel assembly while the vehicle is in forward motion;the wheel assembly comprising a forwardmost wheel of the vehicle wherein the forwardmost wheel is any rearward wheel not immediately preceded by another wheel disposed in-line directly ahead of said forwardmost wheel within an intervening distance ahead of said forwardmost wheel that is not more than that equal to the outer diameter of the wheel assembly;the deflector panel assembly comprising one or more panels extending underneath the vehicle body while also being disposed upstream immediately in front of a trailing wheel set wherein the trailing wheel set comprises one or more of the forwardmost wheels located on one of either lateral side of the vehicle;the deflector panel assembly itself being disposed wherein all headwind-exposed wholly planar portions thereof that are also located no higher than the level of the axis of the axle are each disposed in a substantially non-horizontal orientation with respect to the ground;the deflector panel assembly itself being further disposed no further forward on the vehicle than a forwardmost vehicle landing gear extending downwards underneath the vehicle body;a critically aligned upstream section of one or more of the upstream panels consisting of each portion of said upstream panels that is disposed immediately ahead of and is aligned horizontally level with and is aligned directly in front of any forward-facing circumferential tire surface of said trailing wheel set;the critically aligned upstream section itself being disposed for a portion thereof to be aligned horizontally level with a critical vehicle-drag-inducing wheel surface of the trailing wheel set;the critical vehicle-drag-inducing wheel surface comprising a primary drag-inducing portion of a major upper drag-inducing surface of the trailing wheel set that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface wherein the major upper drag-inducing surface itself comprises a portion of circumferential upper wheel surfaces that is centered around highly sensitive vehicle drag-inducing wheel surfaces located in the forward upper quadrant of the trailing wheel set;the critically aligned upstream section spanning across the level of the critical elevation;the critical elevation being positioned not lower than a level in elevation above the ground equal to 70 percent of the outer diameter of the trailing wheel set;the critical wheel surface extending downwards nowhere lower than a minimum level in elevation above the ground equal to 60 percent of the outer diameter of the trailing wheel set;the critically aligned upstream section being further disposed for a major portion thereof further comprising a portion of the critically aligned upstream section that itself spans from in-between a top edge and a bottom edge of the critically aligned upstream section to itself further span laterally a sufficient distance across the vehicle in front of the trailing wheel set to thereby extend said major portion of the critically aligned upstream section itself laterally across distinctly more than halfway across a lateral distance equal to the full lateral width of the trailing wheel set;the critically aligned upstream section further extending nowhere lower than a downward level positioned not lower in elevation above the ground than a lowermost level that is itself located at the axis of the axle whereby forward-facing circumferential tire surfaces of the trailing wheel set that are located below the downward level remain exposed to headwinds impinging thereon; andthe critically aligned upstream section being further disposed immediately adjacent to the trailing wheel set to thereby deflect a substantial portion of the headwind downward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set that are located lower than the downward level,whereby the critically aligned upstream section itself can be disposed to extend no further downwards and no further forward of the trailing wheel set than to a combined forward and downward disposition thereof so that when taken all together while the vehicle is operated at 65 km/h under null wind conditions any further surface extension of the critically aligned upstream section would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce itself to increase above an amount required when the critically aligned upstream section is otherwise absent from the vehicle wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force upon the trailing wheel set as magnified against the axle combined with a critical deflector drag force induced solely from headwinds impinging upon the critically aligned upstream section of the deflector panel assembly, whereby any effective reduction in drag upon said trailing wheel set as reflected through the vehicle frame and thereby as countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the critically aligned upstream section itself being directly attached to the vehicle frame. 2. The apparatus of claim 1, wherein: the critically aligned upstream section is further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect a major portion of the headwind both downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set; andthe critically aligned upstream section is further disposed wholly within an upstream distance ahead of the trailing wheel set equal to 200 percent of the outer diameter of said trailing wheel set. 3. The apparatus of claim 2, wherein: the deflector panel assembly is further disposed wholly on one of either lateral side of the vehicle; andthe critically aligned upstream section is limited in total length thereof to a distance along the forward direction of the vehicle that is no greater than that equal to 150 percent of the outer diameter of the trailing wheel set. 4. The apparatus of claim 3, wherein the deflector panel assembly is limited in lateral width to the lateral width of the critically aligned upstream section. 5. The apparatus of claim 1, further comprising: a plurality of lateral end plates with each said end plate attached to a lateral side of one of the one or more critically aligned upstream sections and arranged parallel to the lengthwise sides of the vehicle body while also projecting forwardly to form a channel within said deflector panel assembly;the critically aligned upstream section itself having one said end plate attached to the outermost lateral side thereof wherein the outermost lateral side is that side of the upstream section that is positioned nearest the outer lateral side of the vehicle body corresponding thereto;the critically aligned upstream section itself being further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect and channel a major portion of the headwind both downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set; andthe critically aligned upstream section itself being further disposed wholly within an upstream distance ahead of the trailing wheel set equal to 200 percent of the outer diameter of said trailing wheel set. 6. The apparatus of claim 5, wherein the deflector panel assembly is further disposed wholly on one of either lateral side of the vehicle. 7. The apparatus of claim 1, wherein the deflector panel assembly is further disposed wholly on one of either lateral side of the vehicle. 8. The apparatus of claim 7, wherein: the deflector panel assembly is limited in lateral width to the lateral width of the critically aligned upstream section; andthe deflector panel assembly is further disposed wholly within an upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set. 9. The apparatus of claim 8, wherein the deflector panel assembly is further disposed wholly within an upstream distance ahead of the trailing wheel set equal to 50 percent of the outer diameter of said trailing wheel set. 10. The apparatus of claim 8, wherein the deflector panel assembly is further disposed wholly within an upstream distance ahead of the trailing wheel set equal to 25 percent of the outer diameter of said trailing wheel set. 11. The apparatus of claim 8, wherein the lowermost level is located at an elevation above the ground equal to 60 percent of the outer diameter of the trailing wheel set. 12. The apparatus of claim 7, further comprising: the deflector panel assembly being further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;the deflector panel assembly wherein a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set being itself further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the trailing wheel set wherein the deflector panel assembly comprises a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle; andsaid wind-deflecting portion being disposed to progress steadily laterally outward away from the longitudinal centerline along the major length thereof from the forward wind-deflecting portion end thereof to the rearward wind-deflecting portion end thereof. 13. The apparatus of claim 7, further comprising; the deflector panel assembly being further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;the deflector panel assembly further comprising a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set wherein the wind-deflecting portion itself comprises two or more of said upstream panels;the deflector panel assembly wherein the wind-deflecting portion itself being further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the wheel set and with an intermediate wind-deflecting portion thereof further comprising an angled intersection between the two or more said upstream panels wherein the angled intersection itself being located in-between the forward wind-deflecting portion end and the rearward wind-deflecting portion end and wherein the deflector panel assembly thereby comprising a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle;the rearmost of the two or more said upstream panels being disposed to progress steadily laterally outward away from the longitudinal centerline along the major length thereof while extending from a forward panel end thereof to a rearward panel end thereof; andthe forwardmost of the two or more said upstream panels being disposed wherein a forward panel end thereof is disposed laterally outward no further from the centerline of the vehicle body than a rearward panel end thereof. 14. The apparatus of claim 1, wherein on an otherwise exposed upper outer lateral side of the trailing wheel set the deflector panel assembly further comprising a wheel skirt panel located immediately adjacent to the exposed outer lateral side of said wheel assembly with the adjacent wheel skirt panel itself comprising only deflector panel assembly surfaces located wholly on the same corresponding side of said wheel assembly and further comprising said wheel skirt panel extending downward nowhere lower in elevation above the ground than a lower skirt level that is itself positioned distinctly just above the axis of the axle. 15. The apparatus of claim 14, wherein both the lowermost level and the lower skirt level are each located at an elevation above the ground equal to 60 percent of the outer diameter of the trailing wheel set. 16. The apparatus of claim 1, wherein the lowermost level is located at an elevation above the ground equal to 60 percent of the outer diameter of the trailing wheel set. 17. The apparatus of claim 1, wherein the critically aligned upstream section is disposed to sufficiently extend no further downwards and no further forward of the trailing wheel set than to an optimal combined forward and downward disposition thereof so that when taken all together while the vehicle is operated at 65 km/h under null wind conditions the vehicle propulsory counterforce is minimized. 18. A wind-diverting apparatus for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle having a vehicle body supported thereunder by a rearward wheel assembly largely exposed to headwinds impinging substantially unimpeded thereon above an axle of the wheel assembly when the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising: an aerodynamic deflector panel assembly attached to a nonrotatable structural member of a frame or a body of the vehicle employing the wheel assembly otherwise exposed to a headwind impinging substantially unimpeded wholly above a level of an axis of the axle directly upon a major primary vehicle-drag-inducing portion of forward-facing upper circumferential surfaces of a tire of said wheel assembly while the vehicle is in forward motion;the wheel assembly comprising a forwardmost wheel of the vehicle wherein the forwardmost wheel is any rearward wheel not immediately preceded by another wheel disposed in-line directly ahead of said forwardmost wheel within an intervening distance ahead of said forwardmost wheel that is not more than that equal to the outer diameter of the wheel assembly;the deflector panel assembly comprising one or more panels extending underneath the vehicle body while also being disposed upstream immediately in front of a trailing wheel set wherein the trailing wheel set comprises one or more of the forwardmost wheels located on one of either lateral side of the vehicle;the deflector panel assembly being disposed wholly on one of either lateral side of the vehicle;the deflector panel assembly itself being further disposed wherein all headwind-exposed wholly planar portions thereof that are also located no higher than the level of the axis of the axle are each disposed in a substantially non-horizontal orientation with respect to the ground;the deflector panel assembly itself being further disposed no further forward on the vehicle than a forwardmost vehicle landing gear extending downwards underneath the vehicle body;a critically aligned upstream section of one or more of the upstream panels consisting of each portion of said upstream panels that is disposed immediately ahead of and is aligned horizontally level with and is aligned directly in front of any forward-facing circumferential tire surface of said trailing wheel set;the critically aligned upstream section itself being disposed for a portion thereof to be aligned horizontally level with a critical vehicle-drag-inducing wheel surface of the trailing wheel set;the critical vehicle-drag-inducing wheel surface comprising a primary drag-inducing portion of a major upper drag-inducing surface of the trailing wheel set that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface wherein the major upper drag-inducing surface itself comprises a portion of circumferential upper wheel surfaces that is centered around highly sensitive vehicle drag-inducing wheel surfaces located in the forward upper quadrant of the trailing wheel set;the critically aligned upstream section spanning across the level of the critical elevation;the critical elevation being positioned not lower than a level in elevation above the ground equal to 70 percent of the outer diameter of the trailing wheel set;the critical wheel surface extending downwards nowhere lower than a minimum level in elevation above the ground equal to 60 percent of the outer diameter of the trailing wheel set;the critically aligned upstream section being further disposed for a major portion thereof further comprising a portion of the critically aligned upstream section that itself spans from in-between a top edge and a bottom edge of the critically aligned upstream section to itself further span laterally a sufficient distance across the vehicle in front of the trailing wheel set to thereby extend said major portion of the critically aligned upstream section itself laterally across distinctly more than halfway across a lateral distance equal to the full lateral width of the trailing wheel set;the critically aligned upstream section further extending nowhere lower than a downward level positioned not lower in elevation above the ground than a lowermost level that is itself located at an elevation above the ground equal to one-third of the outer diameter of the trailing wheel set whereby the most propulsory mechanically disadvantaged forward-facing circumferential tire surfaces are located below the lowermost level and are thereby exposed to headwinds that are deflected downwards by the critically aligned upstream section; andthe critically aligned upstream section being further disposed immediately adjacent to the trailing wheel set to thereby deflect a substantial portion of the headwind downward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set that are located lower than the downward level,whereby the critically aligned upstream section itself can be disposed to extend no further downwards and no further forward of the trailing wheel set than to a combined forward and downward disposition thereof so that when taken all together while the vehicle is operated at 65 km/h under null wind conditions any further surface extension of the critically aligned upstream section would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce itself to increase above an amount required when the critically aligned upstream section is otherwise absent from the vehicle wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force upon the trailing wheel set as magnified against the axle combined with a critical deflector drag force induced solely from headwinds impinging upon the critically aligned upstream section of the deflector panel assembly, whereby any effective reduction in drag upon said trailing wheel set as reflected through the vehicle frame and thereby as countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the critically aligned upstream section itself being directly attached to the vehicle frame. 19. The apparatus of claim 18, wherein: the critically aligned upstream section is further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect a major portion of the headwind both downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;a rearmost portion of the critically aligned upstream section is disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set; andthe critically aligned upstream section is disposed wholly within a maximum upstream distance ahead of the trailing wheel set equal to 300 percent of the outer diameter of said trailing wheel set. 20. The apparatus of claim 19, wherein the critically aligned upstream section is limited in total length thereof to a distance along the forward direction of the vehicle that is no greater than that equal to 250 percent of the outer diameter of the trailing wheel set. 21. The apparatus of claim 20, wherein the deflector panel assembly is limited in lateral width to the lateral width of the critically aligned upstream section. 22. The apparatus of claim 18, further comprising: a plurality of lateral end plates with each said end plate attached to a lateral side of one of the one or more critically aligned upstream sections and arranged parallel to the lengthwise sides of the vehicle body while also projecting forwardly to form a channel within said deflector panel assembly;the critically aligned upstream section itself having one said end plate attached to the outermost lateral side thereof wherein the outermost lateral side is that side of the upstream section that is positioned nearest the outer lateral side of the vehicle body corresponding thereto;the critically aligned upstream section being further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect and channel a major portion of the headwind both downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;a rearmost portion of the critically aligned upstream section being disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set; andthe critically aligned upstream section being disposed wholly within a maximum upstream distance ahead of the trailing wheel set equal to 300 percent of the outer diameter of said trailing wheel set. 23. The apparatus of claim 22, wherein the critically aligned upstream section itself is limited in total length thereof to a distance along the forward direction of the vehicle that is no greater than that equal to 250 percent of the outer diameter of the trailing wheel set. 24. The apparatus of claim 18, wherein the deflector panel assembly is limited in lateral width to the lateral width of the critically aligned upstream section. 25. The apparatus of claim 18, further comprising: the deflector panel assembly being further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;the deflector panel assembly wherein a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set being itself further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the trailing wheel set wherein the deflector panel assembly comprises a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle; andsaid wind-deflecting portion being disposed to progress steadily laterally outward away from the longitudinal centerline along the major length thereof from the forward wind-deflecting portion end thereof to the rearward wind-deflecting portion end thereof. 26. The apparatus of claim 25, wherein the lowermost level is located at an elevation above the ground equal to 40 percent of the outer diameter of the trailing wheel set. 27. The apparatus of claim 26, wherein said major portion of the critically aligned upstream section itself spans laterally across no less than 75 percent of the distance across the full lateral width of the trailing wheel set. 28. The apparatus of claim 25, wherein said major portion of the critically aligned upstream section itself spans laterally across no less than 75 percent of the distance across the full lateral width of the trailing wheel set. 29. The apparatus of claim 25, wherein said major portion of the critically aligned upstream section itself spans laterally across no less than the full lateral width of the trailing wheel set. 30. The apparatus of claim 18, further comprising; the deflector panel assembly being further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;the deflector panel assembly further comprising a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set wherein the wind-deflecting portion itself comprises two or more of said upstream panels;the deflector panel assembly wherein the wind-deflecting portion itself being further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the wheel set and with an intermediate wind-deflecting portion thereof further comprising an angled intersection between the two or more said upstream panels wherein the angled intersection itself being located in-between the forward wind-deflecting portion end and the rearward wind-deflecting portion end and wherein the deflector panel assembly thereby comprising a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle;the rearmost of the two or more said upstream panels being disposed to progress steadily laterally outward away from the longitudinal centerline along the major length thereof while extending from a forward panel end thereof to a rearward panel end thereof; andthe forwardmost of the two or more said upstream panels being disposed wherein a forward panel end thereof is disposed laterally outward no further from the centerline of the vehicle body than a rearward panel end thereof. 31. The apparatus of claim 18, wherein on an otherwise exposed upper outer lateral side of the trailing wheel set said deflector panel assembly further comprises a wheel skirt panel located immediately adjacent to the exposed outer lateral side of said wheel assembly with the adjacent wheel skirt panel itself comprising only deflector panel assembly surfaces located wholly on the same corresponding side of said wheel assembly and further comprising said wheel skirt panel extending downward nowhere lower in elevation above the ground than a lower skirt level that is itself positioned at the axis of the axle. 32. The apparatus of claim 18, wherein the lowermost level is located at an elevation above the ground equal to 40 percent of the outer diameter of the trailing wheel set. 33. The apparatus of claim 18, wherein said major portion of the critically aligned upstream section itself spans laterally across no less than the full lateral width of the trailing wheel set. 34. The apparatus of claim 18, wherein the critically aligned upstream section is further disposed to extend no further downwards and no further forward of the trailing wheel set than to a combined forward and downward disposition thereof so that when taken all together while the vehicle is operated at 65 km/h under null wind conditions any further surface extension of the critically aligned upstream section would further increase drag induced thereon beyond a critical amount to cause the vehicle propulsory counterforce itself to increase above an amount required when the critically aligned upstream section is otherwise absent from the vehicle. 35. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle having a vehicle body supported thereunder by a forwardmost wheel of a wheel assembly wherein the forwardmost wheel is any rearward wheel not immediately preceded by another wheel disposed in-line directly ahead of said forwardmost wheel within an intervening distance ahead of said forwardmost wheel that is not more than that equal to the outer diameter of the wheel assembly and wherein when the vehicle is in forward motion under a range of external headwind conditions including null headwind conditions the wheel assembly is otherwise exposed to an oncoming headwind impinging substantially unimpeded wholly above a level of an axis of an axle of said wheel assembly directly upon a major primary vehicle-drag-inducing portion of forward-facing upper circumferential surfaces of a tire of said forwardmost wheel, comprising: forming a deflector panel assembly comprising one or more aerodynamic panels;attaching the deflector panel assembly to a nonrotatable structural member of a frame or a body of the vehicle wherein the deflector panel assembly extends underneath the vehicle body while also being disposed upstream immediately in front of a trailing wheel set wherein the trailing wheel set comprises one or more of the forwardmost wheels located on one of either lateral side of the vehicle;arranging the deflector panel assembly to be disposed no further forward on the vehicle than a forwardmost vehicle landing gear extending downwards underneath the vehicle body;arranging one or more of the aerodynamic panels to be disposed immediately upstream and aligned directly in front of the trailing wheel set wherein the deflector panel assembly comprises a critically aligned upstream section of the one or more of the aerodynamic panels consisting of each portion of said aerodynamic panels that is disposed immediately ahead of and is aligned horizontally level with and is aligned directly in front of any forward-facing circumferential tire surface of said trailing wheel set;arranging the critically aligned upstream section itself to be disposed for a portion thereof to be aligned horizontally level with a critical vehicle-drag-inducing wheel surface of the trailing wheel set wherein the critical vehicle-drag-inducing wheel surface itself comprises a primary drag-inducing portion of a major upper drag-inducing surface of the trailing wheel set that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface and wherein the major upper drag-inducing surface itself comprises a portion of circumferential upper wheel surfaces that is centered around highly sensitive vehicle drag-inducing wheel surfaces located in the forward upper quadrant of the trailing wheel set;arranging the critically aligned upstream section to span across the level of the critical elevation wherein the critical elevation is positioned not lower than a level in elevation above the ground equal to 70 percent of the outer diameter of the trailing wheel set and wherein the critical wheel surface extends downward nowhere lower than a minimum level in elevation above the ground equal to 60 percent of the outer diameter of the trailing wheel set;arranging the critically aligned upstream section to be further disposed for a major portion thereof to further comprise a portion of the critically aligned upstream section spanning from in-between a top edge and a bottom edge of the critically aligned upstream section to itself further span laterally a sufficient distance across the vehicle in front of the trailing wheel set to thereby extend said major portion of the critically aligned upstream section itself laterally across distinctly more than halfway across a lateral distance equal to the full lateral width of the trailing wheel set;arranging the critically aligned upstream section to further extend nowhere lower than a downward level positioned not lower in elevation above the ground than a lowermost level that is itself located at the axis of the axle whereby forward-facing circumferential tire surfaces of the trailing wheel set that are located below the downward level remain exposed to headwinds impinging thereon; andarranging the critically aligned upstream section to be further disposed immediately adjacent to the trailing wheel set to thereby deflect a substantial portion of the headwind downward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set; andarranging the critically aligned upstream section to be limited in overall drag-inducing surface extension by the critically aligned upstream section itself extending no further downwards and no further forward of the trailing wheel set than to a combined forward and downward disposition thereof so that when taken all together while the vehicle is operated at 65 km/h under null wind conditions any further surface extension of the critically aligned upstream section would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce itself to increase above an amount required when the critically aligned upstream section is otherwise absent from the vehicle wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force upon the trailing wheel set as magnified against the axle combined with a critical deflector drag force induced solely from headwinds impinging upon the critically aligned upstream section of the deflector panel assembly, whereby any effective reduction in drag upon said trailing wheel set as reflected through the vehicle frame and thereby as countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the critically aligned upstream section itself being directly attached to the vehicle frame and whereby the deflector panel assembly can be disposed to yield an increase in vehicle propulsive efficiency exceeding any decrease in vehicle propulsive efficiency caused by any increased drag on the mechanically de-magnified lower wheel surfaces combined with any drag induced upon the deflector panel assembly itself. 36. The method of claim 35, wherein: the critically aligned upstream section is arranged to be further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect a major portion of the headwind both downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;a rearmost portion of the critically aligned upstream section is arranged to be disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set; andthe critically aligned upstream section is arranged to be further disposed no further forward than within a maximum upstream distance ahead of the trailing wheel set equal to 300 percent of the outer diameter of said trailing wheel set. 37. The method of claim 36, wherein: the deflector panel assembly is arranged to be further disposed wholly on one of either lateral side of the vehicle; andthe critically aligned upstream section is arranged to be limited in total length spanning a distance along the forward direction of the vehicle to no greater than that equal to 250 percent of the outer diameter of the trailing wheel set. 38. The method of claim 37, wherein the deflector panel assembly is arranged to be limited in lateral width to the lateral width of the critically aligned upstream section. 39. The method of claim 35, further comprising: arranging a plurality of lateral end plates wherein each said end plate is attached to a lateral side of one of the one or more critically aligned upstream sections and arranged parallel to the lengthwise sides of the vehicle body while also projecting forwardly to form a channel within said deflector panel assembly;arranging the critically aligned upstream section itself to have one said end plate attached to the outermost lateral side thereof wherein the outermost lateral side is that side of the upstream section that is positioned nearest the outer lateral side of the vehicle body corresponding thereto;arranging the critically aligned upstream section to be further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect and channel a major portion of the headwind both downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;arranging a rearmost portion of the critically aligned upstream section to be disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set; andarranging the critically aligned upstream section to be further disposed no further forward than within a maximum upstream distance ahead of the trailing wheel set equal to 300 percent of the outer diameter of said trailing wheel set. 40. The method of claim 39, wherein: the deflector panel assembly is arranged to be further disposed wholly on one of either lateral side of the vehicle; andthe critically aligned upstream section is arranged to be limited in total length spanning a distance along the forward direction of the vehicle to no greater than that equal to 250 percent of the outer diameter of the trailing wheel set. 41. The method of claim 35, wherein the deflector panel assembly is arranged to be further disposed wholly on one of either lateral side of the vehicle. 42. The method of claim 41, wherein: the deflector panel assembly is arranged to be further disposed in a substantially vertical orientation;the deflector panel assembly is arranged to be further disposed wholly within an upstream distance ahead of the trailing wheel set equal to 25 percent of the outer diameter of said trailing wheel set; andthe deflector panel assembly is arranged to be limited in lateral width to the lateral width of the critically aligned upstream section. 43. The method of claim 35, further comprising: arranging the deflector panel assembly to be further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;arranging the deflector panel assembly wherein a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set being itself further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the trailing wheel set wherein the deflector panel assembly comprises a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle; andarranging said wind-deflecting portion to be disposed to progress steadily laterally outward away from the longitudinal centerline along the major length thereof from the forward wind-deflecting portion end thereof to the rearward wind-deflecting portion end thereof. 44. The method of claim 43, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than 75 percent of the distance across the full lateral width of the trailing wheel set. 45. The method of claim 43, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than the full lateral width of the trailing wheel set. 46. The method of claim 43, wherein the lowermost level is located distinctly just above the axis of the axle. 47. The method of claim 46, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than the full lateral width of the trailing wheel set. 48. The method of claim 43, wherein: said major portion of the critically aligned upstream section is arranged to span laterally across no less than the full lateral width of the trailing wheel set; andthe deflector panel assembly is arranged to be further disposed wholly within a maximum upstream distance ahead of the trailing wheel set wherein the maximum upstream distance is equal to the greater either of two-thirds of the distance in-between said trailing wheel set and the forwardmost vehicle landing gear or of a distance equal to 500 percent of the outer diameter of said trailing wheel set. 49. The method of claim 35, further comprising; arranging the deflector panel assembly to be further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;arranging the deflector panel assembly to further comprise a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set wherein the wind-deflecting portion itself comprises two or more of said upstream panels;arranging the deflector panel assembly wherein the wind-deflecting portion itself being further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the wheel set and with an intermediate wind-deflecting portion thereof further comprising an angled intersection between the two or more said upstream panels wherein the angled intersection itself is located in-between the forward wind-deflecting portion end and the rearward wind-deflecting portion end and wherein the deflector panel assembly thereby comprises a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle; andarranging the rearmost of the two or more said upstream panels to progress steadily laterally outward away from the longitudinal centerline along the major length thereof while extending from a forward panel end thereof to a rearward panel end thereof. 50. The method of claim 35, further comprising: arranging the deflector panel assembly wherein on an otherwise exposed upper outer lateral side of the trailing wheel set said deflector panel assembly further comprising a wheel skirt panel located immediately adjacent to the exposed outer lateral side of the wheel assembly with the adjacent wheel skirt panel itself comprising only deflector panel assembly surfaces located wholly on the same corresponding side of said wheel assembly and further comprising said wheel skirt panel extending downward nowhere lower in elevation above the ground than a lower skirt level that is itself positioned at an elevation above the ground equal to sixty percent of the outer diameter of the trailing wheel set; andarranging the adjacent wheel skirt panel itself to further extend no further downwards and no further forward or rearward of the trailing wheel set than when taken all together while the vehicle is operated at 65 km/h under null wind conditions increased drag induced upon increasingly extended surfaces of the adjacent wheel skirt panel would then more than fully offset reduced effective drag on corresponding adjacent surfaces of said trailing wheel set and would thereby cause propulsive efficiency of the vehicle to decrease below an amount at which the adjacent wheel skirt panel were otherwise absent from the vehicle. 51. The method of claim 35, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than the full lateral width of the trailing wheel set. 52. The method of claim 35, wherein the lowermost level is located at an elevation above the ground equal to 60 percent of the outer diameter of the trailing wheel set. 53. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle having a vehicle body supported thereunder by a forwardmost wheel of a wheel assembly wherein the forwardmost wheel is any rearward wheel not immediately preceded by another wheel disposed in-line directly ahead of said forwardmost wheel within an intervening distance ahead of said forwardmost wheel that is not more than that equal to the outer diameter of the wheel assembly and wherein when the vehicle is in forward motion under a range of external headwind conditions including null headwind conditions the wheel assembly is otherwise exposed to an oncoming headwind impinging substantially unimpeded wholly above a level of an axis of an axle of said wheel assembly directly upon a major primary vehicle-drag-inducing portion of forward-facing upper circumferential surfaces of a tire of said forwardmost wheel, comprising: forming a deflector panel assembly comprising one or more aerodynamic panels;attaching the deflector panel assembly to a nonrotatable structural member of a frame or a body of the vehicle wherein the deflector panel assembly extends underneath the vehicle body while also being disposed upstream immediately in front of a trailing wheel set wherein the trailing wheel set comprises one or more of the forwardmost wheels located on one of either lateral side of the vehicle;arranging the deflector panel assembly itself to be disposed wherein all headwind-exposed wholly planar portions thereof that are also located no higher than the level of the axis of the axle are each disposed in a substantially non-horizontal orientation with respect to the ground;arranging the deflector panel assembly itself to be further disposed no further forward on the vehicle than a forwardmost vehicle landing gear extending downwards underneath the vehicle body;arranging one or more of the aerodynamic panels to be disposed immediately upstream and aligned directly in front of the trailing wheel set wherein the deflector panel assembly comprises a critically aligned upstream section of the one or more of the aerodynamic panels consisting of each portion of said aerodynamic panels that is disposed immediately ahead of and is aligned horizontally level with and is aligned directly in front of any forward-facing circumferential tire surface of said trailing wheel set;arranging the critically aligned upstream section itself to be disposed for a portion thereof to be aligned horizontally level with a critical vehicle-drag-inducing wheel surface of the trailing wheel set wherein the critical vehicle-drag-inducing wheel surface itself comprises a primary drag-inducing portion of a major upper drag-inducing surface of the trailing wheel set that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface and wherein the major upper drag-inducing surface itself comprises a portion of circumferential upper wheel surfaces that is centered around highly sensitive vehicle drag-inducing wheel surfaces located in the forward upper quadrant of the trailing wheel set;arranging the critically aligned upstream section to span across the level of the critical elevation wherein the critical elevation is positioned not lower than a level in elevation above the ground equal to 70 percent of the outer diameter of the trailing wheel set and wherein the critical wheel surface extends downward nowhere lower than a minimum level in elevation above the ground equal to 60 percent of the outer diameter of the trailing wheel set;arranging the critically aligned upstream section to be further disposed for a major portion thereof to further comprise a portion of the critically aligned upstream section spanning from in-between a top edge and a bottom edge of the critically aligned upstream section to itself further span laterally a sufficient distance across the vehicle in front of the trailing wheel set to thereby extend said major portion of the critically aligned upstream section itself laterally across distinctly more than halfway across a lateral distance equal to the full lateral width of the trailing wheel set;arranging the critically aligned upstream section to further extend nowhere lower than a downward level positioned not lower in elevation above the ground than a lowermost level that is itself located at an elevation above the ground wherein a major portion of forward-facing circumferential tire surfaces of the trailing wheel set that are located below the level of the axis of the axle remains exposed to headwinds impinging thereon whereby the most propulsory mechanically disadvantaged forward-facing circumferential tire surfaces are located below the lowermost level and are thereby largely exposed to headwinds that are deflected downwards by the critically aligned upstream section;arranging the critically aligned upstream section to be further disposed immediately adjacent to the trailing wheel set to thereby deflect a substantial portion of the headwind downward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set; andarranging the critically aligned upstream section to be limited in overall drag-inducing surface extension by the critically aligned upstream section itself extending no further downwards and no further forward of the trailing wheel set than to a combined forward and downward disposition thereof so that when taken all together while the vehicle is operated at 65 km/h under null wind conditions any further surface extension of the critically aligned upstream section would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce itself to increase above an amount required when the critically aligned upstream section is otherwise absent from the vehicle wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force upon the trailing wheel set as magnified against the axle combined with a critical deflector drag force induced solely from headwinds impinging upon the critically aligned upstream section of the deflector panel assembly, whereby any effective reduction in drag upon said trailing wheel set as reflected through the vehicle frame and thereby as countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the critically aligned upstream section itself being directly attached to the vehicle frame and whereby the deflector panel assembly can be disposed to yield an increase in vehicle propulsive efficiency exceeding any decrease in vehicle propulsive efficiency caused by any increased drag on the mechanically de-magnified lower wheel surfaces combined with any drag induced upon the deflector panel assembly itself. 54. The method of claim 53, wherein the lowermost level is located at an elevation above the ground equal to one-third of the outer diameter of the trailing wheel set. 55. The method of claim 54, wherein: the critically aligned upstream section is arranged to be further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect a major portion of the headwind both downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;a rearmost portion of the critically aligned upstream section is arranged to be disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set; andthe critically aligned upstream section is arranged to be further disposed no further forward than within a maximum upstream distance ahead of the trailing wheel set equal to 400 percent of the outer diameter of said trailing wheel set. 56. The method of claim 55, wherein: the deflector panel assembly is arranged to be further disposed wholly on one of either lateral side of the vehicle; andthe critically aligned upstream section is arranged to be limited in total length spanning a distance along the forward direction of the vehicle to that which is no greater than that equal to 350 percent of the outer diameter of the trailing wheel set. 57. The method of claim 56, wherein the deflector panel assembly is arranged to be limited in lateral width to the lateral width of the critically aligned upstream section. 58. The method of claim 54, further comprising: a plurality of lateral end plates arranged wherein each said end plate is attached to a lateral side of one of the one or more critically aligned upstream sections and arranged parallel to the lengthwise sides of the vehicle body while also projecting forwardly to form a channel within said deflector panel assembly;the critically aligned upstream section arranged to have one said end plate attached to the outermost lateral side thereof wherein the outermost lateral side is that side of the upstream section that is positioned nearest the outer lateral side of the vehicle body corresponding thereto;the critically aligned upstream section arranged to be further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect and channel a major portion of the headwind both downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;a rearmost portion of the critically aligned upstream section arranged to be disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set; andthe critically aligned upstream section arranged to be further disposed no further forward than within a maximum upstream distance ahead of the trailing wheel set equal to 400 percent of the outer diameter of said trailing wheel set. 59. The method of claim 58, wherein: the deflector panel assembly is arranged to be disposed wholly on one of either lateral side of the vehicle; andthe critically aligned upstream section is arranged to be limited in total length spanning a distance along the forward direction of the vehicle to no greater than that equal to 350 percent of the outer diameter of the trailing wheel set. 60. The method of claim 54, wherein: the deflector panel assembly is arranged to be further disposed in a substantially vertical orientation;the deflector panel assembly is arranged to be disposed wholly within an upstream distance ahead of the trailing wheel set equal to 50 percent of the outer diameter of said trailing wheel set; andthe deflector panel assembly is arranged to be limited in lateral width to the lateral width of the critically aligned upstream section. 61. The method of claim 53, wherein the deflector panel assembly is arranged to be further disposed wholly on one of either lateral side of the vehicle. 62. The method of claim 61, further comprising: arranging the deflector panel assembly to be further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;arranging the deflector panel assembly wherein a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set being itself further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the trailing wheel set wherein the deflector panel assembly comprises a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle; andarranging said wind-deflecting portion to be disposed to progress steadily laterally outward away from the longitudinal centerline along the major length thereof from the forward wind-deflecting portion end thereof to the rearward wind-deflecting portion end thereof. 63. The method of claim 62, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than 75 percent of the distance across the full lateral width of the trailing wheel set. 64. The method of claim 62, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than the full lateral width of the trailing wheel set. 65. The method of claim 61, further comprising; arranging the deflector panel assembly to be further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;arranging the deflector panel assembly to further comprise a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set wherein the wind-deflecting portion itself comprises two or more of said upstream panels;arranging the deflector panel assembly wherein the wind-deflecting portion itself being further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the wheel set and with an intermediate wind-deflecting portion thereof further comprising an angled intersection between the two or more said upstream panels wherein the angled intersection itself is located in-between the forward wind-deflecting portion end and the rearward wind-deflecting portion end and wherein the deflector panel assembly thereby comprises a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle; andarranging the rearmost of the two or more said upstream panels to progress steadily laterally outward away from the longitudinal centerline along the major length thereof while extending from a forward panel end thereof to a rearward panel end thereof. 66. The method of claim 61, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than the full lateral width of the trailing wheel set. 67. The method of claim 61, wherein the lowermost level is located at an elevation above the ground equal to 25 percent of the outer diameter of the trailing wheel set. 68. The method of claim 67, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than the full lateral width of the trailing wheel set. 69. The method of claim 61, wherein the lowermost level is located at an elevation above the ground equal to 40 percent of the outer diameter of the trailing wheel set. 70. The method of claim 69, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than the full lateral width of the trailing wheel set. 71. The method of claim 61, wherein the deflector panel assembly is arranged to be further disposed wholly within a maximum upstream distance ahead of the trailing wheel set wherein the maximum upstream distance is equal to the greater either of two-thirds of the distance in-between said trailing wheel set and the forwardmost vehicle landing gear or of a distance equal to 500 percent of the outer diameter of said trailing wheel set. 72. The method of claim 71, wherein said major portion of the critically aligned upstream section is arranged to span laterally across no less than the full lateral width of the trailing wheel set. 73. The method of claim 72, wherein the lowermost level is located at an elevation above the ground equal to 25 percent of the outer diameter of the trailing wheel set. 74. The method of claim 71, wherein the lowermost level is located at an elevation above the ground equal to 25 percent of the outer diameter of the trailing wheel set. 75. The method of claim 71, wherein the lowermost level is located at an elevation above the ground equal to 40 percent of the outer diameter of the trailing wheel set. 76. The method of claim 53, further comprising: arranging the deflector panel assembly wherein on an otherwise exposed upper outer lateral side of the trailing wheel set said deflector panel assembly further comprising a wheel skirt panel located immediately adjacent to the exposed outer lateral side of the wheel assembly with the adjacent wheel skirt panel itself comprising only deflector panel assembly surfaces located wholly on the same corresponding side of said wheel assembly and further comprising said wheel skirt panel extending downward nowhere lower in elevation above the ground than a lower skirt level that is itself positioned at the axis of the axle; andarranging the adjacent wheel skirt panel itself to further extend no further downwards and no further forward or rearward of the trailing wheel set than when taken all together while the vehicle is operated at 65 km/h under null wind conditions increased drag induced upon increasingly extended surfaces of the adjacent wheel skirt panel would then more than fully offset reduced effective drag on corresponding adjacent surfaces of said trailing wheel set and would thereby cause propulsive efficiency of the vehicle to decrease below an amount at which the adjacent wheel skirt panel were otherwise absent from the vehicle. 77. The method of claim 53, wherein the critically aligned upstream section is arranged to be disposed to sufficiently extend no further downwards and no further forward of the trailing wheel set than to an optimal combined forward and downward disposition thereof so that when taken all together while the vehicle is operated at 65 km/h under null wind conditions the vehicle propulsory counterforce is minimized. 78. A combination of a vehicle having a vehicle body supported thereunder by a forwardmost wheel of a wheel assembly otherwise exposed to headwinds impinging substantially unimpeded wholly above a level an axis of an axle of the wheel assembly directly upon forward-facing upper circumferential surfaces of a tire of the forwardmost wheel of a wheel set located on one of either lateral side of the vehicle while the vehicle is in forward motion under a range of external headwind conditions including null headwind conditions and an aerodynamic deflector panel for increasing propulsive efficiency of the vehicle wherein: the forwardmost wheel is any rearward wheel not immediately preceded by another wheel disposed in-line directly ahead of said forwardmost wheel within an intervening distance ahead of said forwardmost wheel that is not more than that equal to the outer diameter of the wheel assembly;any drag force directed upon the aerodynamic deflector panel is directed equally against a frame or the body of the vehicle;said deflector panel diverts headwinds from otherwise impinging directly upon a major portion of the primary vehicle-drag-inducing upper wheel surfaces of forward-facing circumferential surfaces of the wheel set that are located above the level of the axis of the axle by said deflector panel diverting a major portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the forward-facing circumferential primary vehicle-drag-inducing upper wheel surfaces downwards onto any portion of forward-facing circumferential tire surfaces of the wheel set that are located below a level in elevation above the ground equal to one-third of the outer diameter of the wheel set and wherein any headwinds downwardly diverted by said deflector panel thereafter remain dispersively uncompressed against the ground by said deflector panel before impinging upon forward-facing circumferential tire surfaces of the wheel set;any drag force directed against the frame or the body of the vehicle that is induced by said deflector panel itself in diverting headwinds is itself sufficiently limited in magnitude that while the vehicle is operated at 50 km/h under null wind conditions said deflector panel also diverts a sufficient portion of the major portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the forward-facing circumferential primary vehicle-drag-inducing upper wheel surfaces downwardly onto lower wheel surfaces to thereby yield both sufficiently reduced drag on the primary vehicle-drag-inducing upper wheel surfaces of the wheel set and sufficiently limited increased drag upon lower wheel surfaces of the wheel set wherein a vehicle propulsory counterforce is reduced in comparison to that at which the deflector panel neither diverts any headwinds nor induces any drag on the frame or the body of the vehicle wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force upon the wheel set as magnified against the axle combined with an effective vehicle frame drag force induced by said deflector panel itself in diverting said major portion of oncoming headwinds;and said deflector panel being selected from the group of elements consisting of a first element comprising: said deflector panel diverting a major portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the primary vehicle-drag-inducing upper wheel surfaces both downward and rearward in substantially similar measure; andsaid deflector panel permitting headwinds impinging vehicle surfaces located substantially centered in-between the wheel sets to impinge directly thereon,a second element comprising said deflector panel diverting both a major portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the primary vehicle-drag-inducing upper wheel surfaces and substantial headwinds otherwise impinging vehicle surfaces located directly in-between the wheel sets both downward and rearward in substantially similar measure,a third element comprising: said deflector panel diverting a major portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the primary vehicle-drag-inducing upper wheel surfaces both downward and rearward in substantially similar measure wherein said substantial portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the primary vehicle-drag-inducing upper wheel surfaces is substantially contained within a largely non-dispersive flow stream where immediately diverted by said deflector panel; andsaid deflector panel permitting headwinds impinging vehicle surfaces located substantially centered in-between the wheel sets to impinge directly thereon,a fourth element comprising said deflector panel diverting both a major portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the primary vehicle-drag-inducing upper wheel surfaces and substantial headwinds otherwise impinging vehicle surfaces located directly in-between the wheel sets both downward and rearward in substantially similar measure wherein said substantial portion of oncoming headwinds otherwise impinging upon said major portion is substantially contained within a largely non-dispersive flow stream where immediately diverted by said deflector panel,a fifth element comprising: said deflector panel diverting said substantial portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the primary vehicle-drag-inducing upper wheel surfaces substantially more downward than rearward; andsaid deflector panel permitting headwinds impinging vehicle surfaces located substantially centered in-between the wheel sets to impinge directly thereon,a sixth element comprising said deflector panel diverting both said substantial portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the primary vehicle-drag-inducing upper wheel surfaces and substantial headwinds otherwise impinging vehicle surfaces located directly in-between the wheel sets substantially more downward than rearward,and a seventh element comprising said deflector panel diverting both said substantial portion of oncoming headwinds otherwise impinging substantially unimpeded directly upon said major portion of the primary vehicle-drag-inducing upper wheel surfaces and substantial headwinds otherwise impinging vehicle surfaces located directly in-between the wheel sets both substantially downward and substantially laterally outward, and rearward. 79. The combination of claim 78, wherein said deflector panel is selected as the first element of the group of elements. 80. The combination of claim 78, wherein said deflector panel is selected as the second element of the group of elements. 81. The combination of claim 78, wherein said deflector panel is selected as the third element of the group of elements. 82. The combination of claim 78, wherein said deflector panel is selected as the fourth element of the group of elements. 83. The combination of claim 78, wherein: said deflector panel is selected as the fifth element of the group of elements; andsaid deflector panel diverts substantially all oncoming headwinds from otherwise impinging substantially unimpeded directly upon the primary vehicle-drag-inducing upper wheel surfaces wherein a substantial portion of said diverted oncoming headwinds is diverted downwards onto a major portion of forward-facing circumferential tire surfaces of the wheel set that are located below the level of the axis of the axle. 84. The combination of claim 78, wherein: said deflector panel is selected as the sixth element of the group of elements; andsaid deflector panel diverts substantially all oncoming headwinds from otherwise impinging substantially unimpeded directly upon the primary vehicle-drag-inducing upper wheel surfaces wherein a substantial portion of said diverted oncoming headwinds is diverted downwards onto a major portion of forward-facing circumferential tire surfaces of the wheel set that are located below the level of the axis of the axle. 85. The combination of claim 78, wherein: said deflector panel is selected as the seventh element of the group of elements; andsaid deflector panel diverts substantially all oncoming headwinds from otherwise impinging substantially unimpeded directly upon the primary vehicle-drag-inducing upper wheel surfaces wherein a substantial portion of said diverted oncoming headwinds is diverted downwards onto a major portion of forward-facing circumferential tire surfaces of the wheel set that are located below the level of the axis of the axle. 86. The combination of claim 78, wherein said deflector panel diverts solely a sufficient portion of said major portion of oncoming headwinds wherein the vehicle propulsory counterforce is minimized while the vehicle is operated at 50 km/h under null wind conditions. 87. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle having a vehicle body supported thereunder by a forwardmost wheel of a wheel assembly wherein the forwardmost wheel is any rearward wheel not immediately preceded by another wheel disposed in-line directly ahead of said forwardmost wheel within an intervening distance ahead of said forwardmost wheel that is not more than that equal to the outer diameter of the wheel assembly and wherein when the vehicle is in forward motion under a range of external headwind conditions including null headwind conditions the wheel assembly is otherwise exposed to an oncoming headwind impinging substantially unimpeded wholly above a level of an axis of an axle of said wheel assembly directly upon a major primary vehicle-drag-inducing portion of forward-facing upper circumferential surfaces of a tire of said forwardmost wheel, comprising: forming a deflector panel assembly comprising one or more aerodynamic panels;attaching the deflector panel assembly to a nonrotatable structural member of a frame or a body of the vehicle wherein the deflector panel assembly extends underneath the vehicle body while also being disposed upstream immediately in front of a trailing wheel set wherein the trailing wheel set comprises one or more of the forwardmost wheels located on one of either lateral side of the vehicle;arranging the deflector panel assembly to be disposed wherein all headwind-exposed wholly planar portions thereof that are also located no higher than the level of the axis of the axle are each disposed in a substantially non-horizontal orientation with respect to the ground;arranging the deflector panel assembly to be further disposed no further forward on the vehicle than a forwardmost vehicle landing gear extending downwards underneath the vehicle body;arranging one or more of the aerodynamic panels to be disposed immediately upstream and aligned directly in front of the trailing wheel set wherein the deflector panel assembly comprises a critically aligned upstream section of the one or more of the aerodynamic panels consisting of each portion of said aerodynamic panels that is disposed immediately ahead of and is aligned horizontally level with and is aligned directly in front of any forward-facing circumferential tire surface of said trailing wheel set;arranging the critically aligned upstream section itself to be disposed for a portion thereof to be aligned horizontally level with a critical vehicle-drag-inducing wheel surface of the trailing wheel set wherein the critical vehicle-drag-inducing wheel surface itself comprises a primary drag-inducing portion of a major upper drag-inducing surface of the trailing wheel set that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface and wherein the major upper drag-inducing surface itself comprises a portion of circumferential upper wheel surfaces that is centered around highly sensitive vehicle drag-inducing wheel surfaces located in the forward upper quadrant of the trailing wheel set;arranging the critically aligned upstream section to span across the level of the critical elevation wherein the critical elevation is positioned not lower than a level in elevation above the ground equal to 70 percent of the outer diameter of the trailing wheel set and wherein the critical wheel surface extends downward nowhere lower than a minimum level in elevation above the ground equal to 60 percent of the outer diameter of the trailing wheel set;arranging the critically aligned upstream section to be further disposed for a major portion thereof to further comprise a portion of the critically aligned upstream section spanning from in-between a top edge and a bottom edge of the critically aligned upstream section to itself further span laterally a sufficient distance across the vehicle in front of the trailing wheel set to thereby extend said major portion of the critically aligned upstream section itself laterally across distinctly more than halfway across a lateral distance equal to the full lateral width of the trailing wheel set;arranging the critically aligned upstream section to further extend nowhere lower than a downward level positioned not lower in elevation above the ground than a lowermost level that is itself located at an elevation above the ground wherein a major portion of forward-facing circumferential tire surfaces of the trailing wheel set that are located below the level of the axis of the axle remains exposed to headwinds impinging thereon whereby the most propulsory mechanically disadvantaged forward-facing circumferential tire surfaces are located below the lowermost level and are thereby largely exposed to headwinds that are deflected downwards by the critically aligned upstream section;arranging the critically aligned upstream section to be further disposed immediately adjacent to the trailing wheel set to thereby deflect a substantial portion of the headwind downward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set that are located lower than the downward level;arranging the critically aligned upstream section to be limited in overall drag-inducing surface extension by the critically aligned upstream section itself extending no further downwards and no further forward of the trailing wheel set than to a combined forward and downward disposition thereof so that when taken all together while the vehicle is operated at 65 km/h under null wind conditions any further surface extension of the critically aligned upstream section would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce itself to increase above an amount required when the critically aligned upstream section is otherwise absent from the vehicle wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force upon the trailing wheel set as magnified against the axle combined with a critical deflector drag force induced solely from headwinds impinging upon the critically aligned upstream section of the deflector panel assembly;arranging the deflector panel assembly wherein on an otherwise exposed upper outer lateral side of the trailing wheel set that also has any portion of the deflector panel assembly disposed proximately adjacent thereto said deflector panel assembly further comprising a wheel skirt panel located immediately adjacent to the exposed outer lateral side of the wheel assembly with the adjacent wheel skirt panel itself comprising only deflector panel assembly surfaces located wholly on the same corresponding side of said wheel assembly and further comprising said wheel skirt panel extending downwards nowhere lower in elevation above the ground than a lower skirt level that is itself positioned at the axis of the axle and further comprising the adjacent wheel skirt panel itself extending no further downwards and no further forward or rearward of the trailing wheel set than when taken all together while the vehicle is operated at 65 km/h under null wind conditions increased drag induced upon increasingly extended surfaces of the adjacent wheel skirt panel would then more than fully offset reduced effective drag on corresponding adjacent surfaces of said trailing wheel set and would thereby cause propulsive efficiency of the vehicle to decrease below an amount at which the adjacent wheel skirt panel were otherwise absent from the vehicle; andthe method selected from the group of elements consisting of a first element comprising: arranging the deflector panel assembly to be further disposed wholly on one of either lateral side of the vehicle while also being limited in lateral width to the lateral width of the critically aligned upstream section;arranging the critically aligned upstream section itself wherein the lowermost level is located at an elevation above the ground equal to one-third of the outer diameter of the trailing wheel set;arranging the critically aligned upstream section to be further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect a major portion of the headwind downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;arranging a rearmost portion of the critically aligned upstream section to be disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set;arranging the critically aligned upstream section to be further disposed no further forward than within a maximum upstream distance ahead of the trailing wheel set equal to 400 percent of the outer diameter of said trailing wheel set; andarranging the critically aligned upstream section to be limited in total length spanning a distance along the forward direction of the vehicle to no greater than that equal to 350 percent of the outer diameter of the trailing wheel set,a second element comprising: arranging the deflector panel assembly to extend laterally underneath and across the major lateral width of the vehicle body;arranging the critically aligned upstream section wherein the lowermost level is located at an elevation above the ground equal to one-third of the outer diameter of the trailing wheel set;arranging the critically aligned upstream section to be further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect a major portion of the headwind downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;arranging a rearmost portion of the critically aligned upstream section to be disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set;arranging the critically aligned upstream section to be further disposed no further forward than within a maximum upstream distance ahead of the trailing wheel set equal to 400 percent of the outer diameter of said trailing wheel set; andarranging the critically aligned upstream section to be limited in total length spanning a distance along the forward direction of the vehicle to no greater than that equal to 350 percent of the outer diameter of the trailing wheel set,a third element comprising: arranging the deflector panel assembly to be further disposed wholly on one of either lateral side of the vehicle;arranging the deflector panel assembly wherein any portion thereof that is disposed forward of the wheel set being limited in lateral width to the lateral width of the critically aligned upstream section;arranging the deflector panel assembly to further comprise a plurality of lateral end plates with each said end plate attached to one of either of the lateral sides of the critically aligned upstream section and arranged parallel to the lengthwise sides of the vehicle body while also projecting forwardly to form a channel within the deflector panel assembly;arranging the critically aligned upstream section itself to be further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect and channel a major portion of the headwind downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;arranging a rearmost portion of the critically aligned upstream section to be disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set;arranging the critically aligned upstream section to be further disposed no further forward than within a maximum upstream distance ahead of the trailing wheel set equal to 400 percent of the outer diameter of said trailing wheel set; andarranging the critically aligned upstream section to be limited in total length spanning a distance along the forward direction of the vehicle to no greater than that equal to 350 percent of the outer diameter of the trailing wheel set,a fourth element comprising: arranging the deflector panel assembly to extend laterally underneath and across the major lateral width of the vehicle body;arranging the deflector panel assembly to further comprise a plurality of lateral end plates with each said end plate attached to one of either of the lateral sides of the deflector panel assembly and arranged parallel to the lengthwise sides of the vehicle body while also projecting forwardly to form a channel within the deflector panel assembly;arranging the critically aligned upstream section to be further disposed immediately adjacent to the trailing wheel set at a forwardly inclined angle to deflect and channel a major portion of the headwind downward and rearward onto exposed forward-facing circumferential tire surfaces of said trailing wheel set;arranging a rearmost portion of the critically aligned upstream section to be disposed within a minimum upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set;arranging the critically aligned upstream section to be further disposed no further forward than within a maximum upstream distance ahead of the trailing wheel set equal to 400 percent of the outer diameter of said trailing wheel set; andarranging the critically aligned upstream section to be limited in total length spanning a distance along the forward direction of the vehicle to no greater than that equal to 350 percent of the outer diameter of the trailing wheel set,a fifth element comprising: arranging the deflector panel assembly to be further disposed wholly on one of either lateral side of the vehicle;arranging the deflector panel assembly to be suspended in a substantially vertical orientation;arranging the deflector panel assembly wherein any portion thereof that is disposed forward of the wheel set being limited in lateral width to the lateral width of the critically aligned upstream section; andarranging the deflector panel assembly to be further disposed wholly within an upstream distance ahead of the trailing wheel set equal to 50 percent of the outer diameter of said trailing wheel set,a sixth element comprising: arranging the lowermost level to be located at the axis of the axle;arranging the deflector panel assembly to be suspended in a substantially vertical orientation;arranging the deflector panel assembly to extend laterally underneath and across the major lateral width of the vehicle body; andarranging the deflector panel assembly to be further disposed wholly within an upstream distance ahead of the trailing wheel set equal to 100 percent of the outer diameter of said trailing wheel set,a seventh element comprising: arranging the deflector panel assembly to be further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;arranging the deflector panel assembly wherein a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set being itself further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the trailing wheel set wherein the deflector panel assembly comprises a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle; andarranging said wind-deflecting portion to be disposed to progress steadily laterally outward away from the longitudinal centerline along the major length thereof from the forward wind-deflecting portion end thereof to the rearward wind-deflecting portion end thereof,and an eighth element comprising: arranging the deflector panel assembly to be further disposed wholly on one lateral side apart from a longitudinal centerline of the vehicle body;arranging the deflector panel assembly to further comprise a wind-deflecting portion thereof consisting of each portion of the deflector panel assembly that is disposed wholly forward of the wheel set wherein the wind-deflecting portion itself comprises two or more of said upstream panels;arranging the deflector panel assembly wherein the wind-deflecting portion itself being further disposed with a forward wind-deflecting portion end thereof being located substantially ahead of the trailing wheel set toward the vehicle landing gear and substantially inboard toward the longitudinal centerline and with a rearward wind-deflecting portion end thereof being located substantially outboard near to the outside lateral surface of the outermost wheel of the wheel set and with an intermediate wind-deflecting portion thereof further comprising an angled intersection between the two or more said upstream panels wherein the angled intersection itself is located in-between the forward wind-deflecting portion end and the rearward wind-deflecting portion end and wherein the deflector panel assembly thereby comprises a vehicle body skirt assembly disposed lengthwise largely along a longitudinal side of the vehicle;arranging the rearmost of the two or more said upstream panels to progress steadily laterally outward away from the longitudinal centerline along the major length thereof while extending from a forward panel end thereof to a rearward panel end thereof; andarranging the forwardmost of the two or more said upstream panels wherein a forward panel end thereof is disposed laterally outward no further from the centerline of the vehicle body than a rearward panel end thereof,whereby any effective reduction in drag upon said trailing wheel set as reflected through the vehicle frame and thereby as countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the critically aligned upstream section itself being directly attached to the vehicle frame and whereby the deflector panel assembly can be disposed to yield an increase in vehicle propulsive efficiency exceeding any decrease in vehicle propulsive efficiency caused by any increased drag on the mechanically de-magnified lower wheel surfaces combined with drag induced upon the deflector panel assembly itself.