Assuming a "classical" planform with CG near the first 1/3 of the wing chord and a horizontal stabilizer in back of the aircraft, yes, the center of pressure of the wing could move forward of the CG when angle of attack increases, resulting in a pitch up force.
If you ever scratch build a wing it is fun to watch it tumble end over end if you try to "fly" it by it self. The forward shift of CP is normal as AoA increases. This is mainly due to breakdown of lift producing airflow over the top back part of the wing that gets progressively worse until stall. The wing will tumble over backwards over and over again.
What to do? Notice the horizontal stabilizer also pitches up as AoA increases, and has a much longer lever arm to control pitch compared with the wing CP. So you try to "right size" your H stab to exactly match the torque of the wing CP moving forward. This helps keep the NET CP in the same spot.
Also, notice Hstabs are either delta shaped or "chunkier" lower aspect design that wings. This means the wing stalls first! The H stab then helps pitch the nose down to restore proper air flow over the wing. (No, Burt Rutan did not invent this, but it was applied very well to his canard designs).
Finally, even if the elevator trim is set to provide down force to the tail at cruise, as AoA increases, tail lift force will go from down to nuetral to up on its own, or the alert pilot will apply down elevator to avert the stall!