Abstract:
A transport apparatus for a tire building core assembly includes a jig assembly support frame; first and second spreader mechanisms; first and a second arm mechanisms, each arm mechanism having a first arm and a second arm coupled to the support frame and to a respective spreader mechanism. The first and second arms of each arm mechanism move between an open divergent position defining an opening sized to admit a respective spindle mechanism of the core assembly therein and a convergent closed position capturing the respective spindle mechanism therebetween. First and second releasable latch mechanisms selectively locking the first and second arms of the first and second arm mechanisms in the open and closed positions. A weigh scale is coupled to a hoist that raises and lowers the jig assembly and captured core assembly, the weigh scale indicating when the weight supported by the hoist includes the core assembly.

Description:
FIELD OF THE INVENTION  
       [0001]    The present invention relates generally to an assembly and method for moving a tire building core from station to station and, more specifically, to a transport assembly for a spindle supported tire building core. 
       BACKGROUND OF THE INVENTION  
       [0002]    It is known to support a tire building core or drum by a spindle assembly. The spindle assembly may include opposing spindle mechanisms that extend through opposite sides of a core axial opening and mutually engage. It is necessary in certain applications to transport the core assembly station to station in a tire building or curing line. Apparatus to effect such a relocation is therefore beneficial. One approach is to suspend the core assembly in an inverted condition by one of the spindle mechanisms. The transport apparatus may couple to the spindle assembly latch socket and then lift the core in an upended axially vertical condition. The core and tire thereon may then be moved upended by the transport mechanism between multiple stations in a tire build or curing line. 
         [0003]    While working well, known transport and latching mechanisms are relatively complicated, heavy, powered apparatus requiring a significant time interval and a complicated procedure for latching and unlatching to a core assembly. Moreover, engaging the spindle latching end for the purpose of lifting and moving the core assembly and tire may interfere with a subsequent docking of the core assembly to a new station in a tire build or curing line and may make decoupling the transport apparatus from the core assembly problematic. Accordingly, the industry is in need of a relatively simple and low weight assembly for expeditious movement of a tire building core from station to station. The preferred transport mechanism should be easy to deploy, easy to use, require a minimal amount of time to engage and disengage from the core assembly, and effect movement of the core assembly with a minimal risk of damage to a green tire carried by the core. 
       SUMMARY OF THE INVENTION  
       [0004]    According to one aspect of the invention, a transport apparatus is provided for moving a tire building core having a toroidal core assembly coupled to first and second spindle mechanisms extending from opposite sides of a core assembly axial passage. The transport apparatus includes a jig assembly support frame; a first spreader mechanism and a second spreader mechanism; a first arm mechanism and a second arm mechanism, each arm mechanism having a first arm and a second arm coupled to the support frame and to a respective spreader mechanism. The first and second arms of each arm mechanism operably moving between an open divergent position defining an opening sized to admit a respective spindle mechanism from a respective side of the core assembly therein and a convergent closed position operably capturing the respective spindle mechanism therebetween. 
         [0005]    In another aspect, the apparatus includes first and second releasable latch mechanisms for selectively locking the first and second arms of the first and second arm mechanisms in the open and closed positions. 
         [0006]    The transport apparatus, in a further aspect, includes lifting means coupled to the jig assembly for operably raising and lowering the support frame and first and second arm mechanisms; and a weigh scale coupled to the lifting means for operably indicating the weight supported by the lifting means. 
         [0007]    Still a further aspect is a method for transporting a tire building core of the type described above, the method including: positioning a jig assembly over a tire building core locked within a tire build station, the jig assembly having a first arm mechanism and a second arm mechanism, each arm mechanism having a first arm and second arm coupled to a support frame and to a respective spreader mechanism; moving the first and second arms of each arm mechanism into an open divergent position defining an opening sized to admit a respective spindle mechanism; lowering the jig assembly over the core assembly until each spindle mechanism is received within the opening of a respective arm mechanism; moving the first and second arms of each arm mechanism into a closed convergent position engaging a respective spindle mechanism; raising the tire building core by the spindle mechanisms until the weight of the tire building core is supported by the jig assembly; decoupling the tire building core from the tire build station; and repositioning the tire building core. 
       DEFINITIONS  
       [0008]    “Aspect ratio” of the tire means the ratio of its section height (SH) to its section width (SW) multiplied by 100% for expression as a percentage. 
         [0009]    “Asymmetric tread” means a tread that has a tread pattern not symmetrical about the center plane or equatorial plane EP of the tire. 
         [0010]    “Axial” and “axially” means lines or directions that are parallel to the axis of rotation of the tire. 
         [0011]    “Camber angle” means the angular tilt of the front wheels of a vehicle. Outwards at the top from perpendicular is positive camber; inwards at the top is negative camber. 
         [0012]    “Circumferential” means lines or directions extending along the perimeter of the surface of the annular tread perpendicular to the axial direction. 
         [0013]    “Equatorial Centerplane (CP)” means the plane perpendicular to the tire&#39;s axis of rotation and passing through the center of the tread. 
         [0014]    “Footprint” means the contact patch or area of contact of the tire tread with a flat surface at zero speed and under normal load and pressure. 
         [0015]    “Groove” means an elongated void area in a tread that may extend circumferentially or laterally about the tread in a straight, curved, or zigzag manner. Circumferentially and laterally extending grooves sometimes have common portions. The “groove width” is equal to tread surface area occupied by a groove or groove portion, the width of which is in question, divided by the length of such groove or groove portion; thus, the groove width is its average width over its length. Grooves may be of varying depths in a tire. The depth of a groove may vary around the circumference of the tread, or the depth of one groove may be constant but vary from the depth of another groove in the tire. If such narrow or wide grooves are substantially reduced depth as compared to wide circumferential grooves which the interconnect, they are regarded as forming “tie bars” tending to maintain a rib-like character in tread region involved. 
         [0016]    “Inboard side” means the side of the tire nearest the vehicle when the tire is mounted on a wheel and the wheel is mounted on the vehicle. 
         [0017]    “Lateral” means an axial direction. 
         [0018]    “Lateral edges” means a line tangent to the axially outermost tread contact patch or footprint as measured under normal load and tire inflation, the lines being parallel to the equatorial centerplane. 
         [0019]    “Net contact area” means the total area of ground contacting tread elements between the lateral edges around the entire circumference of the tread divided by the gross area of the entire tread between the lateral edges. 
         [0020]    “Non-directional tread” means a tread that has no preferred direction of forward travel and is not required to be positioned on a vehicle in a specific wheel position or positions to ensure that the tread pattern is aligned with the preferred direction of travel. Conversely, a directional tread pattern has a preferred direction of travel requiring specific wheel positioning. 
         [0021]    “Outboard side” means the side of the tire farthest away from the vehicle when the tire is mounted on a wheel and the wheel is mounted on the vehicle. 
         [0022]    “Radial” and “radially” means directions radially toward or away from the axis of rotation of the tire. 
         [0023]    “Rib” means a circumferentially extending strip of rubber on the tread which is defined by at least one circumferential groove and either a second such groove or a lateral edge, the strip being laterally undivided by full-depth grooves. 
         [0024]    “Sipe” means small slots molded into the tread elements of the tire that subdivide the tread surface and improve traction, sipes are generally narrow in width and close in the tires footprint as opposed to grooves that remain open in the tire&#39;s footprint. 
         [0025]    “Slip angle” means the angle of deviation between the plane of rotation and the direction of travel of a tire. 
         [0026]    “Tread element” or “traction element” means a rib or a block element defined by having a shape adjacent grooves. 
         [0027]    “Tread Arc Width” means the arc length of the tread as measured between the lateral edges of the tread. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS  
         [0028]    The invention will be described by way of example and with reference to the accompanying drawings in which: 
           [0029]      FIG. 1  is a perspective view of a tire building core assembly. 
           [0030]      FIG. 2  is a side elevation view of a tire building core assembly. 
           [0031]      FIG. 3  is an exploded perspective view of a tire building core assembly. 
           [0032]      FIG. 4  is a longitudinal section view through a tire building core assembly. 
           [0033]      FIG. 5A  is a left front perspective view of the core lifting jig. 
           [0034]      FIG. 5B  is a right front perspective view of the core lifting jig. 
           [0035]      FIG. 6  is a top plan view thereof. 
           [0036]      FIG. 7  is a front elevation view thereof. 
           [0037]      FIG. 8  is a side elevation view thereof. 
           [0038]      FIG. 9  is a rear elevation view thereof. 
           [0039]      FIG. 10  is a partial sectional view of the weigh scale device taken along the line  10 - 10  of  FIG. 8 . 
           [0040]      FIG. 11  is a partial sectional view thereof taken along the line  11 - 11  of  FIG. 9 . 
           [0041]      FIG. 12  is a partial sectional view thereof taken along the line  12 - 12  of  FIG. 8 . 
           [0042]      FIG. 13  is an enlarged perspective view of a weigh scale component indicator. 
           [0043]      FIG. 14A  is a front perspective view of a core manipulating device. 
           [0044]      FIG. 14B  is a rear elevation view thereof. 
           [0045]      FIG. 15  is a top plan view thereof. 
           [0046]      FIG. 16  is a front elevation view thereof. 
           [0047]      FIG. 17A  is a longitudinal section view through a core assembly and core manipulating device prior to engagement. 
           [0048]      FIG. 17B  is a longitudinal section view through a core assembly and core manipulating device subsequent to engagement. 
           [0049]      FIG. 17C  is an enlarged section view of the core assembly to core manipulating device engagement. 
           [0050]      FIG. 18A  is a side elevation view of the jig assembly and core manipulating device in an open position prior to engagement with a core assembly. 
           [0051]      FIG. 18B  is a side elevation view of the jig assembly in a closed position in engagement with a core assembly. 
           [0052]      FIG. 18C  is a side elevation view of the jig assembly lifting a captured core assembly. 
           [0053]      FIG. 19A  is a front perspective view of the jig assembly in an open position prior to engagement around a core assembly. 
           [0054]      FIG. 19B  is a front perspective view of the jig assembly in a closed and latched position around a core assembly. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0055]    Referring initially to  FIGS. 1 and 2 , a tire building core assembly  10  is shown in the assembled configuration. The core assembly  10  is described in copending U.S. patent application Ser. No. 11/293,397 filed Dec. 2, 2005, published Jun. 7, 2007, hereby incorporated herein by reference. The core assembly  10  includes a shell assembly  12  configured to provide a toroidal form substantially near final shape and dimension of a final tire. The shell assembly  12  allows for a more accurate placement of tire components in the building of an uncured tire because the tire is built to near final shape. The shell assembly receives an elongate spindle assembly  14  through an axial throughbore of assembly  12 . The shell assembly  12  is constructed from alternate shell key segments  16  and large shell segments  18 . In general, the tire components are assembled to an outer toroidal surface of the shell assembly  12  to form an uncured tire. The core assembly with uncured tire may then be loaded into a mold for curing. During curing, the core assembly  10  provides additional curing heat through heating elements located on the inside surface of shell segments  16 , 18 . The core is removed from the cured tire by disassembling it and removing the core assembly in segments. The segments are removed from the cured tire, starting with wedge shaped key segments  16 . Once the key segments are pulled in radially, they may be removed axially from the tire. 
         [0056]    Referring to  FIGS. 3 and 4 , two mating spindle half assemblies  20 , 22  (hereinafter referred also to as spindle “units”) including respective ring assemblies  24 ,  26  join to form the spindle assembly  14 . Spindle unit assembly  20  is the latching half of the spindle assembly while generally cylindrical unit assembly  22  is the half of the spindle assembly that electrically services the core assembly. 
         [0057]    The spindle unit assembly  20  includes a generally cylindrical outer housing  28  having a rearward housing portion  32  of larger outer diameter, an intermediate housing portion  40  of reduced outer diameter, and a forward housing sleeve portion  42  of reduced outer diameter. An annular flange  33  is disposed approximately at the intersection of rearward housing portion  32  and intermediate housing portion  40 . An insert body  36  is received within the body  32  and attaches to portion  32  by means of a peripheral series of attachment screws  34 . The insert body  36  has a conical internal axial passageway  37  that tapers through the insert body  36  to the forward cylindrical sleeve portion  42  of the body  32 . Retained within the forward sleeve  42  is an elongate cylindrical actuating shaft  46 . Shaft  46  resides within an axial passageway  50  through sleeve portion  42  and extends forward to an end cap  44 . The end cap  44  attaches to the forward end of sleeve portion  42  by four screws  45 . Four latch members ( 52 ) are circumferentially spaced around and are pivotally attached to the intermediate portion  40  of the spindle unit housing  28 . 
         [0058]      FIG. 3  illustrates the two spindle units  20 ,  22  aligned for mating with the core assembly. Each of the four latch members  52  has an L-shaped latch arm  54  fixedly attached to a peripheral side of the actuator shaft  46 . The latch arm  54  of each latch member  53  has an intermediate elbow portion pivotally attached by a pivot pin  64  to the intermediate portion  40  of the outer housing. At the opposite remote end of the arm  54  is a dependent latch flange  58 . 
         [0059]    As best viewed from  FIGS. 3 and 4 , the spindle unit housing  30  of the opposite spindle unit  22  includes a cylindrical housing rearward portion  68  of relatively larger outer diameter, a housing forward portion  67  of reduced outer diameter, and a peripheral angled circumferential flange  69  disposed between housing portions  67 ,  68 . An insert body  70  is received within the housing portion  68 . An outward extending peripheral flange  72  of the insert body  70  abuts against a rearward rim of the housing portion  68 , retained by peripherally located assembly screws  74 . A conical passageway  71  extends from the rear into the insert body  70 . The outer cylindrical housing  68  has a forward portion  76  having a smaller outer diameter. Four latch plates  78 , corresponding in location to the four latch members  52 ,  54 ,  56 ,  58 , on the opposite spindle unit, are affixed to the forward housing portion  76  by screws  82 . Latch plates  78  each provide a raised tapered flange  80  over which the end  66  of a respective latch member  52  rides to latch the spindle units  20 ,  22  together within the axial passageway of the core assembly  10 . 
         [0060]    It will be appreciated that the frustro-conical passageway  71  of each spindle assembly  20 , 22  is sized to mate with a complementary frustro-conical protrusion within a tire build station (not shown). Each passageway  71  incorporates peripherally spaced detents  82  that receive mating protrusions located within the build station to couple with and retain the core assembly  10  within the station. A tire  84  is built layer by layer upon the shell assembly  12 . The core assembly  10  and tire  84  may be moved station to station within a tire build and cure line and the spindle assemblies  20 ,  22  coupled and decoupled from apparatus within each station. It is necessary, therefore that the core assembly  10  and tire  84  be moved between work stations within the tire building and curing lines. 
         [0061]    Referring to  FIGS. 5A ,  5 B,  6 ,  7 ,  8 , and  9 , the subject core transport apparatus includes a jig assembly  86  for lifting and laterally transporting the core assembly  10  between tire building and curing line work stations. The jig assembly  86  is configured having an elongate, quadrilateral spreader base  88  formed by rectangular base sidewalls  90 ,  94 , a top wall  92 , a bottom wall  96 , and end support walls  98 ,  100 . The end support walls  98 , 100  affix by means of screws  102 . Depending from each of the end walls  98 ,  100  is an elongate arm assembly  104 ,  106 , each having a pair of adjacently extending lifting arms  108 ,  109 , and  110 ,  111 , respectively. The four lifting arms include an elongate upper arm segment  112  and an arcuate lower arm segment  114 . The lower arm segments  114  each have a double sided roller  116  rotationally affixed to a lower arm end  118  as best seen in  FIG. 12 . An inward positioned roller  116  is provided with a chamfer  117  that is angled to abut the annular flanges  69  and  33  of the spindle units  20 ,  22  when the jig arms  108 ,  109 ,  110 ,  111  are in the core engaging position shown in  FIGS. 18B and 18C . The chamfers  117  of the rollers  116  abutting against the spindle flange surfaces  69 ,  33  thus holds the core assembly in a fixed axial position between the jig arms and deters axial movement of the core assembly during relocation of the core assembly. 
         [0062]    The jig assembly  86  further includes a latching mechanism  120  mounted to each arm assembly  104 ,  106 , generally at the intersection of the upper arm segment  112  and the lower arm segment  114  of each arm. Each lifting arm is further provide with an attached handle  122  whereby the lifting arms may be manually moved between divergent and convergent positions as will be explained. A weigh scale assembly  124  is mounted within the spreader base  88  including an eye nut  126 . The nut  126  mounts to the upper wall  92  of the base  88  by means of a mounting plate  128  secured to wall  92  by means of attachment screws  130 . 
         [0063]    With reference to  FIGS. 5A ,  5 B,  18 A, and  18 B, the latch mechanism  120  consists of a block  132  pivotally attached by means of pivot pin  134  to each of the lifting arms  109 , 110 . Secured to the companion lifting arms  108 ,  111  is a latch pin  136 . A downwardly opening slot  138  extends into an underside of each block  132 , sized and positioned for receipt of the latch pin  136  therein. Also extending through each block  132  is a slideably mounted elongate locking pin  140  having a downturned outward end and an inward end positioned to enclose the block  138  of the block when moved inward. It will be appreciated that the latch block  132  when pivoted upwardly as shown in  FIG. 18A  allows the arms  110 ,  111  and  108 ,  109  to be spread apart into a divergent mutual orientation. When the lifting arm pairs are brought together as shown in  FIGS. 18B and 18C , the latch blocks may be pivoted downwardly so that the latch pins  134  of a respective lifting arm  108 ,  111  enter into the latch slots  138 . Thereafter, the locking pins  140  may be moved inward to lock the pins  134  within respective slots  138 , whereby locking the arm pairs  108 ,  109 , and  110 ,  111  together as shown. Unlatching of latch mechanisms  120  is accomplished in a reverse procedure, whereby releasing the lifting arm pairs and facilitating a divergence of the arm pairs as shown in  FIG. 18A . 
         [0064]    The jig assembly  86  is further provided with a weigh scale and indicator assembly  142  as depicted in  FIGS. 5A ,  10 ,  11 , and  13 . The indicator assembly  142  incorporates a stop flange  144  that mounts to a wall  145  internal to the spreader base  88  and situated behind the forward base sidewall  90 . A pivoting weight indicator arm  146  is mounted within the base  88  and is positioned such that a forward end  148  of arm  146  aligns opposite a scale mark  144 . A rotational indicator shaft  150  is coupled at one end to the arm  146  and extends through the rearward base sidewall  94 . Shaft  150  is coupled an actuator block  154  having an outwardly projecting actuator pin  156  at an inward end of the block  154 . The eyelet  126  is affixed to a vertically mounted shaft  158  that is coupled to a cross pin member  160  at a lower end. The pin  160  includes a forward segment  164  situated beneath the pin  156  of the actuator block  154 . The shaft  158  extends through a compression spring  168  and both the shaft and spring are housed within a spring housing  167 . The cross pin  160  extends through vertical slots  166  within the housing  167  as shown. So positioned, the cross pin is situated to move vertically within the slots  166  against the compression spring  168  to an extent proportional with the weight suspended from the eyelet  126 . Movement of the cross pin  160  upward, compresses spring  168  and also actuates a rotation of the actuator block  154  and indicator shaft  150  coupled thereto. Rotation of shaft  150  causes a commensurate pivotal movement of the indicator arm  146 . By calibrating spring compression to indicator arm movement, the weigh scale indicator  142  will move the indicator arm  146  into alignment opposite the scale mark  144  whenever the weight load on the eyelet  126  includes a full loading of the core assembly  10  and tire  84 . Alignment of the arm segment  148  opposite the scale mark  144  will visually indicate to an operator that the complete transfer of the weight of the core assembly  10  and tire  84  to the eyelet  126  has been completed. The core assembly may thereafter be readily decoupled from the station latching mechanism. The built-in weigh scale in the subject jig assembly thus allows the operator to easily match the lifting force exerted on the eyelet  126  to the weight of the core assembly. This indicates that the weight of the core has been removed from the cone/socket latch mechanism that mounts the core to the tire building or curing station. Binding of the core latch interface with the station is thereby reduced or eliminated, whereby eliminating the need to pry the core from the station when it is released. 
         [0065]    With reference to  FIGS. 14A ,  14 B,  15 ,  16 ,  17 A, and  17 C, a core handling mechanism  170  is shown for axially manipulating and orienting the core assembly  10  with or without the tire  84  mounted thereon, by hand. The mechanism  170  includes a base plate  172  having a pair of spaced apart latch supporting clevis members  174 ,  176  depending therefrom. Mounted to each of the clevis members is a latch assembly  178 ,  180 , respectively. A pair of handlebars  182 ,  184  are mounted to an upper surface of the base plate  172  by means of mounting plates  187 , each handlebar having an outer handgrip  186 . A latch actuation assembly  188  extends through the base plate  172  and includes a vertical shaft  190  extending to a distal lower end cap  192 . Two pivoting latch members  194 ,  196  pivotally mount within the clevis members  174 ,  176  by a pivot pin  202 . The latch members  194 ,  196  are further coupled at lower portions to an outward end of a respective linkage arm  200 . Inward ends of the pivot arms  200  are pivotally coupled to a bracket member  204  by pivot pins  206 , with bracket member  204  secured to a lower end of the shaft  190  proximate end cap  192 . 
         [0066]    Each of the latch members  194 ,  196  are generally L-shaped, having a latching arm  208  terminating at a latching flange  210 . Connecting to the pivot shaft  190  above the base plate  172  is a latch assembly. A base block  212  is secured to the plate  172  and supports a latch bracket  214 . Pivotally secured by pin  216  to the bracket  214  is a toggle latching arm  222  having a remote handle  220 . The latching arm toggles or pivots between an unlatched vertical orientation and a horizontal latching orientation. Secured by fasteners  226  to the post  190  is a metallic sleeve  224  having formed therein a latching detent  228  located and sized for admission of the latching arm  222 . 
         [0067]    In operation, the post is moveable to a vertically “up” position in which the toggle latch arm  222  is in the vertical unlatched orientation. In the “up” position, post  190  through linkages  200  rotates the latching arms  208  inward into a narrow relative spacing. The spacing of the latch arms  208  is such that the apparatus below the base plate  172  fits within the frustroconical socket  71  of the core spindle insert body  70  as shown in  FIGS. 17A and 17B . The base plate  172  abuts against the rearward end of the spindle assembly  22  upon full insertion. In the inserted condition, the latch arms  208  of the mechanism  170  are opposite openings  82  within the spindle assembly socket  71 . Thereupon, the handle  220  manually moves the post  190  downward and through linkages  200  pivots the latch members  194 ,  196  into an outward spacing as shown in  FIGS. 17A and 17C . Upon diverging outward, the latching flanges  210  of the latch members  194 ,  196  enter into openings  82  within the spindle rearward portion  68  and latch against sides defining the openings  82  as shown. Once the latching procedure is completed, the handle  220  is pivoted downward and the handle arm  222  engages the latching detent  228  to hold the core handling mechanism  170  in the core spindle inserted and extended configuration shown. Release of the handle  220  and retraction of the post  190  will disengage the latch members  194 ,  196  from the core spindle  22  and permit withdrawal of the mechanism  170 . 
         [0068]    In the inserted, extended, and latched position as seen from  FIGS. 18A , B, and  19 A, B, the mechanism  170  may be used to impart a rotational torque to the core assembly  10 . The handle bars  182 ,  184  extend outward beyond the circumference of the spindle  22  and is proximally located to a rearward end of the spindle. As such, the mechanism  170  may be readily used to axially rotate and orient the core assembly  10  through the application of a rotating torque and thereby position the opposite spindle  20  of the core assembly  10  for docking to a frustro-conical receiving member within a tire line station. The openings  82  within the spindle  20  may be oriented by the use of the mechanism  170  to align with the latching members of the receiving member for efficient docking of the core assembly  10  thereto. The wide spread of the handlebars of mechanism  170  allow a user to exert sufficient control over the core assembly  10  during re-orientation and docking maneuvers. 
         [0069]    It will be appreciated from  FIGS. 5A ,  18 A-C and  19 A-B that the core assembly  10  rest on the rollers  116  of the jig assembly lifting arms  108 ,  109  and  110 ,  111  when the arms are in a lifting orientation. So positioned, the core may be easily rotated by the handlebars  182 ,  184 . Such rotation is useful in the loading of the core into a tire building or curing station as there is a key (not shown) that must be aligned to set the angular location of the core to the receiving mechanism. However, precisely maintaining a required alignment of the key in the core assembly  10  as it is moved between stations can be problematic. The axial re-alignment of the core facilitated by the handlebars  182 ,  184  and rollers  116 , therefore, is beneficial in re-establishing a desired orientation of the keying element at a given station prior to docking the core assembly. It will further be noted that the mechanism  170  requires no power source, is mechanically reliable, manually operable, and mobile. The mechanism  170  may be transported with the core assembly from station to station without interfering with the tire or core assembly or the transport assembly. In addition, the configuration of the mechanism  170  allows for the efficient manual application of torque force sufficient to achieve the desired axial rotation of the core assembly. 
         [0070]    Operation of the jig assembly  86  will be appreciated from  FIGS. 5A ,  18 A-C and  19 A-B. The jig assembly  86  is moveable from station to station by means of a hoist or crane  230  coupled through pulley  232  to the eyelet  126  by means of a hook  234 . At one or more stations, the core assembly  10  is docked to a receiving mechanism configured to couple with one or both of the spindle assemblies  20 ,  22 . When a move of the core assembly to another station is required, the hoist  230  positions the jig assembly  86  over the core assembly  10  and lowers the jig assembly into the engagement position as shown in  FIGS. 18A and 19A . The lifting arms  108 ,  109  and  110 ,  111  are unlatched and have been manually pivoted by means of the handles  122  into the spread, open, or divergent orientation, whereby allowing receipt of the core spindles  20 ,  22  therebetween. The latch mechanism  120  of each pair of lifting arms is in the up or unlatched position as shown and the core spindle(s) are in docking engagement with station coupling device(s). 
         [0071]    The jib assembly  86  is lowered over the core by the hoist  230  until the rollers  116  are positioned at the bottom surface of the core spindles  20 ,  22  in four places. The arms are then repositioned so that the arms come closer together into a closed or convergent orientation as shown in  FIGS. 5B ,  18 B and  19 B. The latch mechanisms  120  are pivoted into the shown latched position over the latch pin  136 . The lock pin  140  in each mechanism  120  is moved beneath the latch pins  136  to lock the arms into the closed position. The crane  230  is then raised higher until the rollers  116  contact the core spindles  20 ,  22 . The crane is then slowly jogged higher, until the weigh scale assembly  142  indicates that the crane is supporting the weight of the core as well as the jig assembly  86 . Indicator arm  146  moves into alignment opposite the scale mark  144  to indicate when the transfer of core weight to the crane/jig assembly is complete and signifies that release of the core assembly from the station may safely and easily be effected. The core is then released from the tire building or curing station and can be moved by the crane to the desired location. Release of the core from the station core-coupling mechanism to which it is docked is facilitated by the support of its weight by the jig assembly and crane. 
         [0072]    Operation of the built in weigh scale in the jig assembly  86  as described previously gives the operator an indication that the crane lifting force is the same as the core weight. It will be noted that the jig assembly  86  in the core engaged position shown does not interfere with the coupling ends of the spindle assemblies  20 ,  22 . Thus, support of the core assembly  10  by the jig assembly may be effected while the core assembly is still docked to a tire building or curing station. Moreover, once the core assembly is undocked from the station and supported fully by the jig assembly and crane, the coupling ends of the spindle assemblies  20 ,  22  remain unobstructed for coupled engagement with the core handling mechanism  170  and for subsequent docking to another tire building or curing station. The rollers  116  and the mechanism  170  may effect an axial reorientation of the core assembly  10  without interfering with or interference from the operation of the jig assembly  86 . It will also be appreciated that the core assembly  10  may be moved with the mechanism  170  attached. Also, it will be noted that contact between the tire  84  supported by the core assembly  10  and the jig assembly  86  and core handling mechanism  170  is avoided throughout the procedures. Potential damage to the green or cured tire carried by the core assembly  10  from contact with either apparatus is thus eliminated. 
         [0073]    From the foregoing, it will be apparent that engagement and lifting of the core assembly  10  is both expedient and efficient. The straddling of the core by the jig assembly  86  and its base  88  makes it less likely that a tire on the core will be damaged by inadvertent contact. The latching mechanism employed that affixes pairs of lifting arms to both spindle assemblies  20 ,  22  is non-powered, relatively light, inexpensive to manufacture, and relatively uncomplicated. The center of gravity of the jig assembly  86  is preferably substantially close to that of the core and the jig assembly  86  is proximally positioned to the core to enable a lifting of the core by the jig assembly without tilting and without the need for significant counterbalance weight. In addition, the independent axial orientation of the core facilitated by the core handling mechanism  170  and rollers  116  allow for a convenient and easy manual alignment of the core to mating latching apparatus within a tire build or curing line station. 
         [0074]    Variations in the present invention are possible in light of the description of it provided herein. While certain representative embodiments and details have been shown for the purpose of illustrating the subject invention, it will be apparent to those skilled in this art that various changes and modifications can be made therein without departing from the scope of the subject invention. It is, therefore, to be understood that changes can be made in the particular embodiments described which will be within the full intended scope of the invention as defined by the following appended claims.