An engineering instruction change method

Abstract

The application belongs to the technical field of electric data processing, and particularly relates to an engineering instruction changing method. In response to design input, for multiple third-level component nodes under the same secondary component node, a preset calculation model is called to calculate deviation values of coupling parameter pairs between associated third-level component nodes; when the deviation values of the coupling parameter pairs exceed a preset threshold value, engineering instruction changing prompts for the corresponding two third-level component nodes are popped up; for two secondary component nodes having an association relationship, matching parameters thereof are extracted, the matching parameters are input into a pre-established matching parameter calculation model, and a matching result is obtained; when the matching result exceeds a preset allowable range, engineering instruction changing prompts for the corresponding secondary component nodes are popped up; when parameter deviation exceeds a limit, the application can not only pop up engineering instruction changing prompts, but also automatically recommend adjustment suggestions in combination with a parameter sensitivity matrix.

Description

Technical Field

[0001] This application belongs to the field of electrical data processing technology, and specifically relates to a method for modifying engineering instructions. Background Technology

[0002] With the rapid development of aerospace technology, the requirements for system integration and performance indicators of modern aircraft are becoming increasingly stringent. In the preliminary design phase of an aircraft, designers typically face a massive and interconnected system of parameters. Traditional design processes often employ a "trial and error" approach, which involves designing each component (such as the engine, wings, and fuselage) independently first, and then conducting joint simulation verification at the entire aircraft level after the component models are completed.

[0003] However, this design pattern has significant limitations and lag:

[0004] Waste of computational resources: Full-system simulation involves millions of mesh nodes and complex flow field calculations, resulting in a massive amount of data and extremely long simulation times. If performance deviations caused by mismatches between parameters of a certain underlying component (such as the outlet airflow angle of a high-pressure turbine) and adjacent components are discovered only in the later stages of the design process, it often requires overturning a large amount of previous work, making the iteration cycle uncontrollable.

[0005] Lack of parameter correlation: While existing technologies offer parameter verification methods for individual components (such as internal engine components), they lack systematic monitoring mechanisms for parameters across components and levels. For example, the matching of engine thrust characteristics with wing aerodynamic characteristics often relies on the designer's experience, lacking quantifiable matching parameters as rapid feedback indicators.

[0006] Conflict localization is difficult: When the overall performance of the machine fails to meet the standards, it is difficult for designers to quickly locate which parameter deviation of a third-level component node caused the final failure, and the troubleshooting process is cumbersome.

[0007] Therefore, there is an urgent need for an engineering instruction modification method that can quickly respond to the rationality of the design and realize parameter closed-loop verification through a few key indicators in the preliminary design stage, so as to avoid the blindness of full-machine simulation and improve design efficiency. Summary of the Invention

[0008] To address the aforementioned problems, this application provides a method for modifying engineering instructions, applied during the overall design phase of an aircraft. The method includes:

[0009] Construct a feature tree, which includes at least a first-level whole machine node, a second-level component node, and a third-level component node;

[0010] Define and store the coupling parameter pair rule base and the matching parameter rule base;

[0011] In response to the design input, for multiple tertiary component nodes under the same secondary component node, a preset calculation model is invoked to calculate the deviation value of the coupling parameter pair between related tertiary component nodes; when the deviation value of the coupling parameter pair exceeds the preset threshold, an engineering instruction change prompt for the corresponding two tertiary component nodes will pop up.

[0012] For two related secondary component nodes, their matching parameters are extracted and input into a pre-established matching parameter calculation model to obtain the matching result; when the matching result exceeds the preset allowable range, a prompt to change the engineering instruction for the corresponding secondary component node will pop up.

[0013] Once all levels of coupling parameters and matching parameters have passed verification, the whole-machine simulation model is invoked to verify the performance of the first-level whole-machine node.

[0014] Preferably, the first-level aircraft node is verified by at least one of the following parameters: maximum takeoff weight, cruise lift-to-drag ratio, cruise Mach number, rate of climb, service ceiling, endurance, landing distance, and center of gravity envelope.

[0015] Preferably, the secondary component nodes include: engine, wing, fuselage, landing gear, control surface system, and tail.

[0016] Preferably, the three-stage component nodes under the engine include: fan, compressor, main combustion chamber, high-pressure turbine, low-pressure turbine, bypass duct, afterburner, and nozzle;

[0017] The three-level component nodes under the wing include: airfoil assembly, beam / wall structure assembly, rib assembly, skin assembly, lift enhancement device assembly, and control surface assembly;

[0018] The three-level component nodes under the fuselage include: nose section assembly, forward fuselage section assembly, mid-fuselage section assembly, rear fuselage section assembly, and tail cone assembly;

[0019] The three-level component nodes under the landing gear include: nose landing gear assembly, main landing gear assembly, steering control assembly, and braking system assembly;

[0020] The three-level component nodes under the control surface system include: control stick, pedal assembly, electronic signal assembly, and electric drive actuator assembly;

[0021] The three-level component nodes under the tail fin include: vertical tail fin assembly, horizontal tail fin assembly, and ventral / dorsal fin assembly.

[0022] Preferably, the coupling parameter pair includes the output parameters of two tertiary component nodes that are coupled, and the two satisfy the continuity constraint of physical quantities or the transfer relationship constraint of thermodynamic parameters.

[0023] Preferably, for the engine's third-level component nodes, the following coupling parameter pairs are defined:

[0024] The total outlet pressure of the fan and the total inlet pressure of the bypass duct constitute a pressure matching coupling parameter pair;

[0025] The fan's outlet converted flow rate and the low-pressure turbine's inlet flow rate coefficient constitute a flow matching coupling parameter pair;

[0026] The total outlet pressure and total temperature of the compressor and the inlet pressure loss coefficient of the main combustion chamber constitute a pair of thermodynamic boundary coupling parameters; or the outlet flow field distortion index of the compressor and the stable combustion boundary of the main combustion chamber constitute a pair of aerodynamic stability coupling parameters.

[0027] The total outlet temperature of the main combustion chamber and the temperature resistance limit of the blade material of the high-pressure turbine constitute a thermal load coupling parameter pair; the outlet temperature distribution factor of the main combustion chamber and the cooling efficiency of the high-pressure turbine constitute a temperature field uniformity coupling parameter pair; and the outlet flow rate of the main combustion chamber and the flow capacity of the throat area of ​​the high-pressure turbine constitute a flow continuity coupling parameter pair.

[0028] The outlet flow rate of the high-pressure turbine and the inlet flow rate of the low-pressure turbine constitute a mass conservation coupling parameter pair; the total outlet pressure of the high-pressure turbine and the expansion ratio requirement of the low-pressure turbine constitute a work capacity coupling parameter pair; and the outlet airflow angle of the high-pressure turbine and the guide geometry angle of the low-pressure turbine constitute an airflow angle matching coupling parameter pair.

[0029] The outlet static pressure of the outer bypass duct and the outlet ambient pressure of the nozzle constitute a pressure balance coupling parameter pair.

[0030] The total outlet temperature of the afterburner and the material tolerance temperature of the nozzle constitute a pair of thermal resistance limit coupling parameters; and the outlet pressure pulsation of the afterburner and the structural vibration mode of the nozzle constitute a pair of dynamic coupling parameters.

[0031] Preferably, the matching parameter is a comprehensive index obtained by merging multiple input parameters of at least two secondary component nodes, used to characterize the system-level performance of at least two secondary component nodes. When the deviation of any input parameter is greater than a set lower limit, the deviation of the output matching parameter is greater than a reference threshold.

[0032] Preferably, the matching parameters are selected from at least one of the following sets of associations defined by a specific combination of secondary components:

[0033] The critical Mach number was selected as the matching parameter between the engine thrust characteristics and the wing aerodynamic characteristics.

[0034] The landing roll distance was selected as the matching parameter between the wing lift characteristics and the landing gear braking performance;

[0035] The disturbance drag increment at the junction of the fuselage and wing is selected as the matching parameter for the fuselage layout and the wing layout;

[0036] Crosswind landing capability was selected as the matching parameter between the deflection efficiency of the control surface system and the characteristics of the tail stabilizer.

[0037] Preferably, the method further includes a coupling parameter value selection step, specifically including:

[0038] Traverse the rule base of the coupling parameter pairs to identify two tertiary component nodes that have physical connections or energy transfer relationships under the same secondary component node;

[0039] Extract the output parameters of the upstream third-level component nodes as the first candidate value, and extract the input requirements of the downstream third-level component nodes as the second candidate value;

[0040] The first candidate value and the second candidate value are defined as a pair of coupling parameters, and the preset threshold is set according to the law of physical conservation.

[0041] The engineering instruction change prompts include visualizing conflicting nodes and generating a list of parameter adjustment suggestions for designers to choose from.

[0042] Preferably, the method further includes:

[0043] Establish a parameter sensitivity matrix to record the influence weight of parameter changes of each third-level component node on the matching parameters of the second-level component node;

[0044] When the matching parameters are out of tolerance, the component node parameters with higher sensitivity are recommended to be changed first, based on the weight of the impact.

[0045] The advantages of this application include: when parameter deviations exceed limits, this application not only displays engineering instruction change prompts but also automatically recommends adjustments based on the parameter sensitivity matrix. By quantifying the influence weight of each third-level component node parameter on the final matching parameters, this application can guide designers to prioritize adjusting parameters with high sensitivity, thereby resolving design conflicts with minimal modification costs, lowering the design threshold, and increasing the first-time success rate of the design. Attached Figure Description

[0046] Figure 1 This is a flowchart of an engineering instruction modification method. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings. Figure 1 As shown, this application provides a method for changing engineering instructions, applied in the overall design phase of an aircraft. The method includes:

[0048] Construct a hierarchical feature tree, which includes at least a first-level whole machine node, a second-level component node, and a third-level component node;

[0049] Define and store the coupling parameter pair rule base and the matching parameter rule base;

[0050] In response to design inputs, the following validation process is executed:

[0051] For multiple tertiary component nodes under the same secondary component node, a preset calculation model is invoked to calculate the deviation value of the coupling parameter pair between related tertiary component nodes; when the deviation value of the coupling parameter pair exceeds a preset threshold, an engineering instruction change prompt for the corresponding two tertiary component nodes is displayed.

[0052] For two related secondary component nodes, their matching parameters are extracted and input into a pre-established matching parameter calculation model to obtain the matching result; when the matching result exceeds the preset allowable range, a prompt to change the engineering instruction for the corresponding secondary component node will pop up.

[0053] Whole machine simulation verification steps: Only after all levels of coupling parameter verification and matching parameter verification have passed, call the whole machine simulation model to perform performance verification of the first-level whole machine node.

[0054] In some alternative implementations, the first-level aircraft node is verified by at least one of the following parameters: maximum takeoff weight, cruise lift-to-drag ratio, cruise Mach number, rate of climb, service ceiling, endurance, landing distance, and center of gravity envelope.

[0055] In some alternative implementations, the secondary component nodes include: engine, wing, fuselage, landing gear, control surface system, and tail.

[0056] In some alternative implementations, the three-stage component nodes under the engine include: fan, compressor, main combustion chamber, high-pressure turbine, low-pressure turbine, bypass duct, afterburner, and nozzle;

[0057] The three-level component nodes under the wing include: airfoil assembly, beam / wall structure assembly, rib assembly, skin assembly, lift enhancement device assembly, and control surface assembly;

[0058] The three-level component nodes under the fuselage include: nose section assembly, forward fuselage section assembly, mid-fuselage section assembly, rear fuselage section assembly, and tail cone assembly;

[0059] The three-level component nodes under the landing gear include: nose landing gear assembly, main landing gear assembly, steering control assembly, and braking system assembly;

[0060] The three-level component nodes under the control surface system include: control stick, pedal assembly, electronic signal assembly, and electric drive actuator assembly;

[0061] The three-level component nodes under the tail fin include: vertical tail fin assembly, horizontal tail fin assembly, and ventral / dorsal fin assembly.

[0062] In some alternative implementations, the coupling parameter pair includes the output parameters of two tertiary component nodes that are coupled together, and the two satisfy the continuity constraint of physical quantities or the transfer constraint of thermodynamic parameters.

[0063] In some alternative implementations, for the engine's third-level component nodes, the following coupling parameter pairs are defined:

[0064] The total outlet pressure of the fan and the total inlet pressure of the bypass duct constitute a pressure matching coupling parameter pair;

[0065] The fan's outlet converted flow rate and the low-pressure turbine's inlet flow rate coefficient constitute a flow matching coupling parameter pair;

[0066] The total outlet pressure and total temperature of the compressor and the inlet pressure loss coefficient of the main combustion chamber constitute a pair of thermodynamic boundary coupling parameters; or the outlet flow field distortion index of the compressor and the stable combustion boundary of the main combustion chamber constitute a pair of aerodynamic stability coupling parameters.

[0067] The total outlet temperature of the main combustion chamber and the temperature resistance limit of the blade material of the high-pressure turbine constitute a thermal load coupling parameter pair; the outlet temperature distribution factor of the main combustion chamber and the cooling efficiency of the high-pressure turbine constitute a temperature field uniformity coupling parameter pair; and the outlet flow rate of the main combustion chamber and the flow capacity of the throat area of ​​the high-pressure turbine constitute a flow continuity coupling parameter pair.

[0068] The outlet flow rate of the high-pressure turbine and the inlet flow rate of the low-pressure turbine constitute a mass conservation coupling parameter pair; the total outlet pressure of the high-pressure turbine and the expansion ratio requirement of the low-pressure turbine constitute a work capacity coupling parameter pair; and the outlet airflow angle of the high-pressure turbine and the guide geometry angle of the low-pressure turbine constitute an airflow angle matching coupling parameter pair.

[0069] The outlet static pressure of the outer bypass duct and the outlet ambient pressure of the nozzle constitute a pressure balance coupling parameter pair.

[0070] The total outlet temperature of the afterburner and the material tolerance temperature of the nozzle constitute a pair of thermal resistance limit coupling parameters; and the outlet pressure pulsation of the afterburner and the structural vibration mode of the nozzle constitute a pair of dynamic coupling parameters.

[0071] In some optional implementations, the matching parameter is a comprehensive index obtained by combining multiple input parameters of at least two secondary component nodes, used to characterize the system-level performance of at least two secondary component nodes. When the deviation of any input parameter is greater than a set lower limit, the deviation of the output matching parameter is greater than a reference threshold.

[0072] In some optional implementations, the step of selecting the matching parameters specifically includes:

[0073] Receive parameter association operations from users on the interactive interface and determine whether there is a functional or performance dependency between the first and second level component nodes and the second level component nodes;

[0074] Based on preset association rules, indicators that can characterize the interface compatibility or overall performance balance of the two are selected as candidate matching parameters. The candidate matching parameters must depend on the output parameters of at least one tertiary component node under the first secondary component node and the output parameters of at least one tertiary component node under the second secondary component node.

[0075] The candidate matching parameters are submitted to the expert system for evaluation. After confirming their sensitivity and independence as a cross-component comprehensive indicator, they are entered into the matching parameter rule base.

[0076] In some alternative implementations, the matching parameters are selected from at least one of the following sets of associations defined by a specific combination of secondary components:

[0077] The critical Mach number is selected as the matching parameter between the engine thrust characteristics and the wing aerodynamic characteristics. The calculation of the critical Mach number incorporates the flow rate parameters output by the fan assembly under the engine, the pressure ratio parameters output by the compressor assembly, the relative thickness parameters output by the airfoil assembly under the wing, and the deflection efficiency parameters output by the control surface assembly.

[0078] The landing run distance is selected as the matching parameter between the wing lift characteristics and the landing gear braking performance. The calculation of the landing run distance incorporates the lift coefficient parameter output by the lift enhancement device component under the wing, the drag increment parameter output by the skin component, the friction coefficient parameter output by the braking system component under the landing gear, and the ground load parameter output by the tire component.

[0079] The interference drag increment at the junction of the fuselage and wing is selected as the matching parameter between the fuselage layout and the wing layout. The calculation of the interference drag increment includes the cross-sectional integral distribution parameters output by the mid-fuselage section component under the fuselage, the aspect ratio parameters output by the airfoil component under the wing, and the installation angle parameters output by the beam / wall structure component.

[0080] Crosswind landing capability is selected as the matching parameter between the deflection efficiency of the control surface system and the characteristics of the tail stabilizer. The calculation of crosswind landing capability includes the response rate parameter output by the electric drive actuator assembly under the control surface system, the rudder efficiency parameter output by the vertical tail assembly under the tail, and the lateral area parameter output by the ventral / dorsal fin assembly.

[0081] In some optional embodiments, the method further includes a coupling parameter value selection step, specifically including:

[0082] Traverse the rule base of the coupling parameter pairs to identify two tertiary component nodes that have physical connections or energy transfer relationships under the same secondary component node;

[0083] Extract the output parameters of the upstream third-level component nodes as the first candidate value, and extract the input requirements of the downstream third-level component nodes as the second candidate value;

[0084] The first candidate value and the second candidate value are defined as a pair of coupling parameters, and the preset threshold is set according to the law of physical conservation.

[0085] In some alternative implementations, the engineering instruction change prompts include visually highlighting conflicting nodes and automatically recommending a list of parameter adjustment suggestions based on sensitivity analysis for designers to choose from.

[0086] In some alternative implementations, the method further includes:

[0087] Establish a parameter sensitivity matrix to record the influence weight of parameter changes of each third-level component node on the matching parameters of the second-level component node;

[0088] When the matching parameters are out of tolerance, the component node parameters with higher sensitivity are recommended to be changed first, based on the weight of the impact.

[0089] On the other hand, this application also provides an engineering instruction modification system, comprising:

[0090] The feature tree management module is used to build and maintain a hierarchical feature tree that includes whole machine nodes, component nodes, and component nodes;

[0091] The parameter rule base module is used to store the definitions of coupling parameters and matching parameters.

[0092] The simulation calculation engine is used to retrieve the corresponding calculation model for simulation calculation based on the preset design parameters of the component nodes;

[0093] The conflict detection and alert module is used to execute the aforementioned verification process and trigger the engineering instruction change module when a deviation or out-of-tolerance error is detected.

[0094] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for modifying engineering instructions, characterized in that, Applied to the overall design phase of an aircraft, the method includes: Construct a feature tree, which includes at least a first-level whole machine node, a second-level component node, and a third-level component node; Define and store the coupling parameter pair rule base and the matching parameter rule base; In response to the design input, for multiple tertiary component nodes under the same secondary component node, a preset calculation model is invoked to calculate the deviation value of the coupling parameter pair between related tertiary component nodes; when the deviation value of the coupling parameter pair exceeds the preset threshold, an engineering instruction change prompt for the corresponding two tertiary component nodes will pop up. For two related secondary component nodes, their matching parameters are extracted and input into a pre-established matching parameter calculation model to obtain the matching result; when the matching result exceeds the preset allowable range, a prompt to change the engineering instruction for the corresponding secondary component node will pop up. Once all levels of coupling parameters and matching parameters have passed verification, the whole machine simulation model is called to verify the performance of the first-level whole machine node. The secondary component nodes include: engine, wing, fuselage, landing gear, control surface system, and tail. The engine's three-stage component nodes include: fan, compressor, main combustion chamber, high-pressure turbine, low-pressure turbine, bypass duct, afterburner, and nozzle; The three-level component nodes under the wing include: airfoil assembly, beam / wall structure assembly, rib assembly, skin assembly, lift enhancement device assembly, and control surface assembly; The three-level component nodes under the fuselage include: nose section assembly, forward fuselage section assembly, mid-fuselage section assembly, rear fuselage section assembly, and tail cone assembly; The three-level component nodes under the landing gear include: nose landing gear assembly, main landing gear assembly, steering control assembly, and braking system assembly; The three-level component nodes under the control surface system include: control stick, pedal assembly, electronic signal assembly, and electric drive actuator assembly; The three-level component nodes under the tail fin include: vertical tail fin assembly, horizontal tail fin assembly, and ventral / dorsal fin assembly; the coupling parameter pair includes the output parameters of two tertiary component nodes that are coupled, and the two satisfy the continuity constraint of physical quantities or the transfer relationship constraint of thermodynamic parameters. The matching parameter is a comprehensive index obtained by merging multiple input parameters of at least two secondary component nodes. It is used to characterize the system-level performance of at least two secondary component nodes. When the deviation of any input parameter is greater than a set lower limit, the deviation of the output matching parameter is greater than a reference threshold.

2. The method for changing engineering instructions according to claim 1, characterized in that, The first-level aircraft node is verified by at least one of the following parameters: maximum takeoff weight, cruise lift-to-drag ratio, cruise Mach number, rate of climb, service ceiling, endurance, landing distance, and center of gravity envelope.

3. The method for changing engineering instructions according to claim 1, characterized in that, For the engine's third-level component nodes, the following coupling parameter pairs are defined: The total outlet pressure of the fan and the total inlet pressure of the bypass duct constitute a pressure matching coupling parameter pair; The fan's outlet converted flow rate and the low-pressure turbine's inlet flow rate coefficient constitute a flow matching coupling parameter pair; The total outlet pressure and total temperature of the compressor and the inlet pressure loss coefficient of the main combustion chamber constitute a pair of thermodynamic boundary coupling parameters; or the outlet flow field distortion index of the compressor and the stable combustion boundary of the main combustion chamber constitute a pair of aerodynamic stability coupling parameters. The total outlet temperature of the main combustion chamber and the temperature resistance limit of the blade material of the high-pressure turbine constitute a thermal load coupling parameter pair; the outlet temperature distribution factor of the main combustion chamber and the cooling efficiency of the high-pressure turbine constitute a temperature field uniformity coupling parameter pair; and the outlet flow rate of the main combustion chamber and the flow capacity of the throat area of ​​the high-pressure turbine constitute a flow continuity coupling parameter pair. The outlet flow rate of the high-pressure turbine and the inlet flow rate of the low-pressure turbine constitute a mass conservation coupling parameter pair; the total outlet pressure of the high-pressure turbine and the expansion ratio requirement of the low-pressure turbine constitute a work capacity coupling parameter pair; and the outlet airflow angle of the high-pressure turbine and the guide geometry angle of the low-pressure turbine constitute an airflow angle matching coupling parameter pair. The outlet static pressure of the outer bypass duct and the outlet ambient pressure of the nozzle constitute a pressure balance coupling parameter pair. The total outlet temperature of the afterburner and the material tolerance temperature of the nozzle constitute a pair of thermal resistance limit coupling parameters; and the outlet pressure pulsation of the afterburner and the structural vibration mode of the nozzle constitute a pair of dynamic coupling parameters.

4. The method for changing engineering instructions according to claim 3, characterized in that, The matching parameters are selected from at least one of the following sets of associations defined by a specific combination of secondary components: The critical Mach number was selected as the matching parameter between engine thrust characteristics and wing aerodynamic characteristics; the landing distance was selected as the matching parameter between wing lift characteristics and landing gear braking performance; the disturbance drag increment at the junction of the fuselage and wing was selected as the matching parameter between fuselage layout and wing layout; and crosswind landing capability was selected as the matching parameter between the deflection efficiency of the control surface system and the characteristics of the tail stabilizer.

5. The method for changing engineering instructions according to claim 1, characterized in that, The method further includes a coupling parameter value selection step, specifically including: Traverse the rule base of the coupling parameter pairs to identify two tertiary component nodes that have physical connections or energy transfer relationships under the same secondary component node; Extract the output parameters of the upstream third-level component nodes as the first candidate value, and extract the input requirements of the downstream third-level component nodes as the second candidate value; The first candidate value and the second candidate value are defined as a pair of coupling parameters, and the preset threshold is set according to the law of physical conservation.

6. The method for changing engineering instructions according to claim 1, characterized in that, The engineering instruction change prompts include visualizing conflicting nodes and generating a list of parameter adjustment suggestions for designers to choose from.

7. The method for changing engineering instructions according to claim 1, characterized in that, The method further includes: Establish a parameter sensitivity matrix to record the influence weight of parameter changes of each third-level component node on the matching parameters of the second-level component node; When the matching parameters are out of tolerance, the parameters of the component node with the highest sensitivity are changed first, according to the impact weight ranking.

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