In this article, the significance of additive manufacturing techniques in the production of vehicle parts over the past several years is highlighted. It indicates the industries and scientific sectors in which these production techniques have been applied. The primary manufacturing methods are presented based on the materials used, including both metals and non-metals. The authors place their primary focus on additive manufacturing techniques employing metals and their alloys. Within this context, they categorize these methods into three main groups: L-PBF (laser-powder bed fusion), sheet lamination, and DED (directed energy deposition) techniques. In the subsequent stages of work on this article, specific examples of vehicle components produced using metal additive manufacturing (MAM) methods are mentioned.

Selective laser melting (SLM) is an additive manufacturing technique. It allows elements with very complex geometry to be produced using metallic powders. A geometry of manufacturing elements is based only on 3D computer-aided design (CAD) data. The metal powder is melted selectively layer by layer using an ytterbium laser. This paper contains the results of porosity and microhardness analysis made on specimens manufactured during a specially prepared process. Final analysis helped to discover connections between changing hatching distance, exposure speed and porosity. There were no significant differences in microhardness and porosity measurement results in the planes perpendicular and parallel to the machine building platform surface.

The aim of this study was to examine the mechanical properties of 5-mm-thick AA7075-T651 alloy using three different welding velocities, 50, 75 and 100 mm/min, and four various sets of tool rotation speeds: 400, 600, 800 and 1000 rpm. All obtained joints were defect-free. In all cases, the values of UTS exceeded 400 MPa, corresponding to 68.5% minimum joint efficiency. The highest value of 447.7 MPa (76.7% joint efficiency) was reported for the joint produced via 400 rpm tool rotation speed and 100 mm/min welding velocity. The SZ microstructure of the strongest joint was characterized by a 5.2 ± 1.7 μm grain size and microhardness of approximately 145 HV0.1. The TMAZ/HAZ interface was identified as the low-hardness zone (105–115 HV0.1, depending on parameters), where the failure of the tensile samples takes place. The fracture mechanism is dominated by a transgranular ductile rupture with microvoid coalescence.