Probably this means transplanting:
- VCU & MCU (Vehicle Control Unit, Motor Control Unit). In Kona these are on the same PCB in the "EPCU" unit but they appear to be two different logical controllers with their own CAN connection, CAN IDs, and power inputs. (translation of writeup by Kutato72, Ioniq also looks the same). EDIT: replaced PDF link with translated article link.
- BMS (Battery Management).
- SMK (Smart Key Control Module).
- OBC (Onboard Charger, including DC/DC). This lives in the powertrain "stack" as well, kind of like the Leaf.
- Charge Connector Door Module
- CCM (Charge Control Module, manages CCS2 fast charging communications.)
- EWPs (Electric Water Pumps).
- FATC (A/C Control Module), maybe.
- AAF (Active Air Flap)
- BCM (Body Control Module)
- ACU (ACM in some docs, Airbag/SRS ECU)
- IMEB (Also iBAU in some docs, Integrated Brake Assist Unit, i.e. ABS+brake booster+traction control)
- DATC (Dual Automatic Temperature Control)
- SBC, the "SBW (Shift By Wire) Control Unit" that manages the parking brake lock.
- VESS (Vehicle Engine Sound System, speaker that plays at low speeds)
Smart Key is on the first list of components because it looks like VCU uses it for the immobilizer. Ideally there will be a way around this, but otherwise it's probably needed - hopefully it can just be mounted out of the way with one of the smart keys gaffer taped to it (thanks celeron55 for that suggestion).
Plan B for the EPCU is to use only the MCU functionality and send Torque Request messages from a custom VCU, Zombieverter style. That might be the best way if the Kona VCU turns out to be temperamental or unsuited to being repurposed. But given it's co-located with the MCU, it seems like the natural approach is to try and use it directly (and it also might be the only way, depending on how they are connected internally).
I have a written-off 2019 Kona: (Thankfully Hyndai Australia confirmed before I bought this that it has had the battery recall completed, although they couldn't tell me if this particular battery was replaced or not.)
Recently my mate Oli followed me into this foolishness and picked up a 2021 model writeoff. Shown here CAN logging a DC fast charge session before he dropped it off:
Oli has even more complex plans for his Kona powertrain, as he wants to incorporate a second charging source...
After several months delay when I broke a fine-pitched connector (friends don't let friends forward-probe their connectors, folks!) and bricked the car, I converted my car's "Hyundai Data Link Premium" Telemetry T-cable (I think an Australia-only implementation!) into a handy T-cable that breaks out PCAN, CCAN, BCAN and MCAN over CAT5 twisted pairs:
This connects to the "G" socket on the back of the IGMP CAN gateway/fuse module under the steering wheel, which seems like the most convenient place to get at all of the buses.
Once I solved the connector problem, this has been great. Logs from both cars are posted at https://github.com/projectgus/hyundai-kona-ev-can-logs along with some very early analysis of CAN IDs.
I've had some luck digging into the diagnostic interfaces. I wanted to be able to read DTCs from all the ECUs, as it can come in very handy. Kona diagnostics seems to be a mix of UDS and KWP-over-CAN, and I think we can now read and clear DTCs from all the modules we care about. Some preliminary code for that is here: https://github.com/projectgus/car_hacki ... ai_kona_ev
I have a couple more things to log while the car is all in one piece, but soon the leap of faith starts of taking it all apart and trying to make it run on the bench...