Anti-dislocation type ankle joint brake

Abstract

The application relates to an anti-dislocation type subtalar joint brake, and belongs to the technical field of medical devices. The brake is arranged between a talus and a calcaneus and comprises a first body arranged on the right side of a ligament, a second body arranged on the left side of the ligament, a third body arranged on the left side of the ligament and at the rear side of the second body, a transverse brake mechanism arranged on the first body and used for transversely adjusting the spacing between the first body and the second body and the third body, a longitudinal brake mechanism arranged on the second body and the third body and used for longitudinally adjusting the spacing between the second body and the third body, and a buffer anti-dislocation layer sleeved outside the brake body and used for increasing the friction force between the brake and the talus and the calcaneus. The transverse brake mechanism and the longitudinal brake mechanism are used for cooperatively supporting the brake body, stress is dispersed while the bone contact area is increased, and bone tissue friction damage is reduced.

Description

Technical Field

[0001] This invention relates to an anti-dislocation subtalar joint brake, belonging to the field of medical device technology. Background Technology

[0002] Flat feet are a common structural change of the foot and ankle, occurring in both children and adolescents as well as adults. Asymptomatic cases are called physiological flat feet, while some individuals with flat feet experience foot pain, fatigue, and increased pain during walking; this is clinically termed flat foot syndrome. Early symptoms are limited to foot pain, fatigue, and increased pain during walking, later progressing to total foot arthritis, and in severe cases, ankle arthritis. For patients with flat feet who do not respond to conservative treatment, especially adolescents, surgical treatment often involves implanting a subtalar joint immobilizer. This method corrects the flat foot, realigns the force line, and restores the arch, thereby improving clinical symptoms, by inserting a subtalar joint immobilizer between the calcaneal and talar joint surfaces and through the sinus tarsal passage. Numerous domestic and international studies have also reported the use of subtalar joint immobilizers for treating adult patients with flexible flat feet. Traditional subtalar joint immobilizers are typically cylindrical, conical, or a combination of both, metal implants with regular geometric designs such as tapered threads.

[0003] However, existing technologies have several drawbacks: First, traditional brakes are made of metal, whose elastic modulus does not match that of human bone, and their rigid structure cannot adapt to human anatomy. During implantation, they are prone to friction with the calcaneus and talus, causing bone tissue damage and postoperative pain. Second, the contact area between traditional brakes and bone tissue is small, mainly concentrated at the threads, leading to localized stress concentration and accelerating bone damage at the stress points. Third, long-term use of traditional brakes can easily cause various complications, including sinus tarsal pain, implant dislocation, synovitis, infection, overcorrection or undercorrection, foreign body reaction, peroneal muscle spasm, implant breakage, talus or calcaneal fracture, talar cyst, and subtalar arthritis. Furthermore, traditional brakes are often large or poorly designed, frequently requiring ligament cutting to create an implantation path, which can damage ligament integrity, affect postoperative joint stability, and prolong the recovery period. Summary of the Invention

[0004] This application provides a subtalar joint immobilizer designed to prevent dislocation, thereby maintaining ligament integrity and improving postoperative joint stability.

[0005] A subtalar joint brake for preventing dislocation, disposed between the talus and calcaneus, includes: a first body disposed on the right side of the ligament; a second body disposed on the left side of the ligament; a third body disposed on the left side of the ligament and behind the second body; a lateral braking mechanism disposed on the first body for laterally adjusting the distance between the first body and the second and third bodies; a longitudinal braking mechanism disposed on the second and third bodies for longitudinally adjusting the distance between the second and third bodies; and a buffer anti-dislocation layer sleeved on the outside of the brake body for increasing the friction between the brake and the talus and calcaneus.

[0006] Through the above technical solution, the transverse and longitudinal braking mechanisms form a cross-shaped layout, expanding the brake volume in different directions during the opening process, providing multi-dimensional support for the calcaneus and talus. The ligaments naturally pass through the gap formed by the intersection of the two mechanisms, avoiding cutting or compression during implantation. The buffer anti-dislodgement layer completely covers both the transverse and longitudinal braking mechanisms, reducing direct contact stress between the metal components and the bone surface, and preventing displacement of the mechanisms during joint movement through frictional resistance. The multi-directional adjustability of the transverse and longitudinal braking mechanisms allows the brake to adapt to individual anatomical differences, achieving personalized matching; it enables brake implantation without damaging the ligament structure, maintaining joint biomechanical stability; the multi-directional opening mechanism enhances anatomical matching and reduces local stress concentration; the buffer anti-dislodgement layer reduces bone surface contact impact, alleviates postoperative pain, and extends the implant's lifespan.

[0007] In some embodiments, the lateral braking mechanism includes: a first pressure rod inserted vertically into a first body; a first brake rod, the right end of which is inserted into the first body from left to right and abuts against the first pressure rod, and the left end of which abuts against the second body or a third body, wherein the first pressure rod drives the first brake rod to move in the left-right direction.

[0008] Through the above technical solution, when the first pressure rod is subjected to vertical pressure, it drives the first brake rod to move to the left in the horizontal direction. The left end of the first brake rod transmits the thrust to the longitudinal second or third body, increasing the distance between the first body and the second and third bodies, realizing controllable separation between the talus and the calcaneus, and at the same time opening the buffer anti-dislodgement layer to form stable support.

[0009] In some embodiments, the right side of the first brake lever is provided as a first inclined surface tilting downwards, and the first pressure rod is provided with a first slot that matches the right end of the first brake lever.

[0010] Through the above technical solution, when the first pressure rod is pressed down vertically, the first inclined surface contacts the inclined surface of the first slot to generate a component force, which pushes the first brake rod to move horizontally toward the longitudinal braking mechanism. The fitting structure of the first slot enables the first brake rod to maintain a predetermined trajectory during movement, preventing deviation or rotation. The stable force transmission between the first brake rod and the first pressure rod reduces the risk of bone damage caused by friction or stress concentration during surgical implantation, while avoiding the problem of secondary surgery caused by brake dislocation, and providing a structural basis for the implantation path that preserves the integrity of the ligament.

[0011] In some embodiments, two first pressure rods are provided, and the two first pressure rods are inserted into the first body at intervals in the front-back direction.

[0012] In some embodiments, two first brake levers are provided from top to bottom, and a channel for ligaments to pass through is provided between the two first brake levers.

[0013] Through the above technical solution, a ligament channel is preserved between the two first braking rods arranged vertically, avoiding ligament severing during surgery; non-rotational precise opening of the subtalar joint is achieved, avoiding bone surface abrasion damage when correcting the arch shape, dispersing the load through planar contact to protect the calcaneal joint surface, and maintaining ligament integrity to ensure postoperative joint stability.

[0014] In some embodiments, the longitudinal braking mechanism includes: a second pressure rod inserted vertically into the second body and the third body; and a second brake rod inserted longitudinally into the second body and the third body at its front and rear ends, respectively, and abutting against the second pressure rod, wherein the second pressure rod drives the second brake rod to drive the second body and the third body away from each other.

[0015] Through the above technical solution, when the second pressure rod is pressed down in the vertical direction, it pushes the second body and the third body to move in opposite directions, so that the second body and the third body form a stable support gap in the longitudinal dimension. The split body design makes the brake form an elastic buffer space in the longitudinal dimension, which can adapt to the dynamic deformation of the calcaneal joint during walking and reduce the dislocation rate.

[0016] In some embodiments, the front and rear sides of the second brake lever are configured as a second inclined surface that slopes downwards, and the second pressure rod is provided with a second slot that is adapted to the front and rear ends of the second brake lever.

[0017] Through the above technical solution, when the second pressure rod moves downward vertically under external pressure, the inner wall of the second slot comes into contact with the second inclined surface. Under the interaction of the inclined surfaces, the front and rear ends of the second brake rod are respectively pushed outward, thereby driving the second brake rod to move in opposite directions longitudinally. During this process, the second and third bodies are pushed away from each other by the second brake rod, thereby realizing the longitudinal opening action of the brake. The precise cooperation between the inclined surface and the slot ensures the stability of the longitudinal opening action, thereby reducing the risk of postoperative brake dislocation or displacement and improving the joint correction effect.

[0018] In some embodiments, two second brake levers are provided from top to bottom.

[0019] In some embodiments, it further includes: a biomimetic shape memory alloy layer disposed between the brake body and the buffer anti-dislodgement layer, having the same shape as the inside of the patient's tarsal sinus.

[0020] Using the above technical solution, the internal shape of the patient's tarsal sinus is scanned, and the biomimetic memory alloy layer is made into the corresponding shape. Under low temperature conditions, it is shell-shaped. After surgical placement, it deforms when the body temperature is restored, restoring to fit the internal shape of the tarsal sinus. At the same time, it ensures that the outer side of the buffer anti-dislocation layer contacts the joint surface, further improving the anti-dislocation effect.

[0021] In some embodiments, the top of the first and second pressure rods are provided with clamping members to drive the first and second pressure rods to slide in the vertical direction.

[0022] This application provides a subtalar joint brake for preventing dislocation. The brake body is opened by the cooperation of the transverse braking mechanism and the longitudinal braking mechanism. Combined with the buffer anti-dislocation layer, it increases the bone contact area and disperses stress. It avoids cutting the ligament by utilizing the ligament passage gap and reduces bone tissue friction damage through the buffer anti-dislocation layer. It has the advantages of increasing the contact area with bone tissue, dispersing local stress, avoiding cutting the ligament during implantation, and reducing bone tissue friction damage. Attached Figure Description

[0023] Figure 1 This is a schematic diagram showing the usage state of the brake according to an embodiment of this application.

[0024] Figure 2 This is a schematic diagram of the overall structure of the brake according to an embodiment of this application.

[0025] Figure 3 This is a cross-sectional view of the lateral braking mechanism according to an embodiment of this application.

[0026] Figure 4 This is a schematic diagram of the structure of the first main body in an embodiment of this application.

[0027] Figure 5This is a schematic diagram of the structure of the first brake lever in an embodiment of this application.

[0028] Figure 6 This is a schematic diagram of the structure of the first pressure bar in an embodiment of this application.

[0029] Figure 7 This is a schematic diagram of ligament placement in an embodiment of this application.

[0030] Figure 8 This is an exploded view of the lateral braking mechanism in an embodiment of this application.

[0031] Figure 9 This is a cross-sectional view of the longitudinal braking mechanism according to an embodiment of this application.

[0032] Figure 10 This is an exploded view of the longitudinal braking mechanism in an embodiment of this application.

[0033] Figure 11 This is an exploded view of the second and third bodies in the embodiments of this application.

[0034] Figure 12 This is a schematic diagram of the mechanism of the second pressure bar in an embodiment of this application.

[0035] Figure 13 This is a schematic diagram of the longitudinal braking mechanism in an embodiment of this application.

[0036] Figure 14 This is a schematic diagram of the structure of the buffer anti-detachment layer in an embodiment of this application.

[0037] Figure 15 This is a schematic diagram of the structure of the biomimetic shape memory alloy layer in an embodiment of this application.

[0038] Figure 16 This is a schematic diagram of the structure of the buffer anti-detachment layer sleeved on the outside of the biomimetic memory alloy layer in an embodiment of this application.

[0039] The labels in the attached diagram are as follows: 11. talus; 12. calcaneus; 13. ligament; 2. first main body; 3. second main body; 4. third main body; 5. transverse braking mechanism; 51. first pressure rod; 511. first slot; 512. third inclined surface; 52. first brake rod; 521. first inclined surface; 522. silicone sleeve; 6. longitudinal braking mechanism; 61. second pressure rod; 611. second slot; 612. fourth inclined surface; 62. second brake rod; 621. second inclined surface; 7. buffer anti-detachment layer; 71. anti-detachment particles; 8. biomimetic memory alloy layer; 9. clamping component. Detailed Implementation

[0040] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings. Preferred embodiments of this application are shown in the drawings. However, this application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a thorough and complete understanding of the disclosure of this application.

[0041] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0042] When describing positional relationships, unless otherwise specified, when an element, such as a layer, film, or substrate, is referred to as being "on" another element, it may be directly on the other element or there may be intermediate elements present. Furthermore, when a layer is referred to as being "below" another layer, it may be directly below it or there may be one or more intermediate elements present. It is also understood that when a layer is referred to as being "between" two layers, it may be the only layer between the two layers, or there may be one or more intermediate elements present.

[0043] When using the terms “including,” “having,” and “comprising” as described herein, another component may be added unless explicitly qualifying terms such as “only,” “consisting of,” etc. are used. Unless otherwise stated, singular terms may include plural forms and should not be construed as having a quantity of one.

[0044] It should be understood that although the terms “first,” “second,” etc., may be used herein to describe various elements, these elements should not be limited by these terms. These terms are used only to distinguish one element from another. For example, without departing from the scope of this application, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0045] It should also be understood that, in interpreting an element, although not explicitly described, the element is interpreted as including a range of error, which should be within the acceptable deviation range of a particular value as determined by a person skilled in the art. For example, "approximately," "about," or "substantially" can mean within one or more standard deviations, without limitation herein.

[0046] Furthermore, in the instruction manual, the phrase "planar distribution diagram" refers to the diagram when the target part is viewed from above, and the phrase "cross-sectional diagram" refers to the diagram when the target part is viewed from the side as a cross-section taken by vertically cutting the target part.

[0047] Furthermore, the accompanying drawings are not drawn to a 1:1 scale, and the relative dimensions of the components are shown in the drawings only as examples and not necessarily to actual scale.

[0048] This invention provides an anti-dislocation subtalar joint brake, such as... Figure 1-16 As shown, the device is positioned between the talus 11 and the calcaneus 12, and includes a first body 2, a second body 3, a third body 4, a transverse braking mechanism 5, a longitudinal braking mechanism 6, and a buffer anti-dislodgement layer 7. When the brake is implanted, with the ligament 13 in the tarsal sinus as a reference, the first body 2 is positioned on the right side of the ligament 13, the second body 3 is positioned on the left side of the ligament 13 and anteriorly, and the third body 4 is located on the left side of the ligament 13 and posterior to the second body 3. The first body 2, the second body 3, and the third body 4 work together to bridge and stabilize the talus 11 and the calcaneus 12, leaving a middle channel for the ligament 13 and forming a more stable support frame.

[0049] Reference Figures 2-3 The lateral braking mechanism 5 is installed on the first main body 2 and is used to adjust the distance between the first main body 2 and the second main body 3 and the third main body 4 laterally.

[0050] Specifically, refer to Figure 3 and Figure 4 The lateral braking mechanism 5 includes a first pressure rod 51 and a first brake rod 52. The first pressure rod 51 is inserted into the first body 2 in a vertical direction. In this embodiment, two first pressure rods 51 are provided, and the two first pressure rods 51 are inserted into the first body 2 at intervals in the front-back direction. The right end of the first brake rod 52 is inserted into the first body 2 from left to right and abuts against the surface of the first pressure rod 51. Two first brake rods 52 are provided from top to bottom, and a channel for the ligament 13 to pass through is provided between the two first brake rods 52.

[0051] Reference Figures 3-6 The first brake lever 52 is a square rod. The left side of the first brake lever 52 abuts against the right side of the second main body 3 or the third main body 4. A cylindrical rod is provided at the left end of the first brake lever 52. A silicone sleeve 522 is fitted around the outer periphery of the cylindrical rod. The ligament 13 contacts the silicone sleeve to reduce wear on the ligament 13. The right side of the first brake lever 52 is provided with a downward-sloping first inclined surface 521. A first slot 511 is provided in the middle of the first pressure rod 51, which is adapted to the first inclined surface 521 of the upper first brake lever 52. The bottom of the slot 511 abuts against the bottom side of the first brake lever 52. The first inclined surface 521 abuts against the wall of the slot 511. The bottom side of the first pressure rod 51 is provided with a third inclined surface 512, which is adapted to the first inclined surface 521. The first inclined surface 521 abuts against the third inclined surface 512.

[0052] Reference Figure 3 and Figure 7The top of the first pressure rod 51 is provided with a clamping member 9. In this embodiment, the clamping member 9 is a locking bolt. One end of the clamping member 9 is inserted into the first body 2 in the vertical direction and threadedly connected to the first body 2. The bottom side of the clamping member 9 abuts against the top side of the first pressure rod 51.

[0053] Reference Figure 3 , Figure 7 and Figure 8 One first brake rod 52 is placed horizontally, with its right end inserted into the first body 2 and into the first slot 511 of the first pressure rod 51. Another first brake rod 52 is also placed horizontally, with its right end inserted into the first body 2 and abutting against the third inclined surface 512 at the bottom of the first pressure rod 51. Rotating the clamping member 9 causes the first pressure rod 51 to move downwards. Because the first slot 511 and the third inclined surface 512 wedge with the right inclined surfaces of the two first brake rods 52 respectively, the downward force is decomposed, generating a horizontal force to the right. The first pressure rod 51 pushes the first brake rod 52 to the left. The left end of the first brake rod 52 abuts against the right side of the second body 3 or the third body 4, thereby increasing the lateral distance between the first body 2 and the second body 3 or the third body 4. The two first pressure rods 51 spaced apart allow for independent or synchronous driving of the two vertically arranged first brake rods 52, ensuring the balance and stability of the lateral expansion. The gap between the two first brake rods 52 naturally forms a safety passage for the ligament 13.

[0054] Reference Figure 2 and Figure 9 The longitudinal braking mechanism 6 includes a second pressure rod 61 and a second brake rod 62. The second pressure rod 61 is inserted vertically into the second body 3 and the third body 4, and the second body 3 and the third body 4 abut against each other. The front and rear ends of the second brake rod 62 are inserted longitudinally into the second body 3 and the third body 4, respectively, and abut against the second pressure rod 61. Two second brake rods 62 are arranged at intervals from top to bottom.

[0055] Reference Figures 10-12 The front and rear sides of the second brake lever 62 are provided with downward inclined surfaces 621. The middle part of the second pressure rod 61 is provided with a second slot 611 that matches the second inclined surface of the upper second brake lever 62. The bottom of the slot 611 abuts against the bottom side of the second brake lever 62, and the second inclined surface 621 abuts against the wall of the slot 611. The bottom side of the second pressure rod 61 is provided with a fourth shoe upper that matches the second inclined surface 621. The second inclined surface 621 abuts against the fourth inclined surface 612.

[0056] Reference Figure 9 and Figure 13The top of the second pressure rod 61 is provided with a clamping member 9. In this embodiment, the clamping member 9 is a locking bolt. One end of the two clamping members 9 is inserted vertically into the second body 3 and the third body 4 respectively, and is threadedly connected to the second body 3 and the third body 4 respectively. The bottom side of the clamping member 9 abuts against the top side of the second pressure rod 61. In this embodiment, refer to Figure 3 and Figure 9 The first main body 2, the second main body 3, the third main body 4, the first pressure rod 51, the first brake rod 52, the second pressure rod 61, the second brake rod 62 and the clamping component 9 are made of titanium alloy.

[0057] Reference Figure 9 , Figure 10 and Figure 13 The second pressure rod 61 is vertically inserted into the second body 3 and the third body 4. A second brake rod 62 is placed horizontally along the longitudinal direction, with its front end inserted into the second body 3 and its rear end inserted into the third body 4. Its front and rear ends are respectively inserted into the second slot 611 of the second pressure rod 61. Another second brake rod 62 is placed horizontally along the longitudinal direction, with its front and rear ends inserted into the second body 3 and the third body 4 respectively, and abuts against the fourth inclined surface 612 at the bottom of the second pressure rod 61. The clamping member 9 is rotated, and the second pressure rod 61 moves downward. Since the second slot 611 and the fourth inclined surface 612 are wedge-shaped with the second inclined surfaces 621 at the front and rear ends of the two second brake rods 62 respectively, the downward movement of the second pressure rod 61 is converted into forward reaction force and backward reaction force at the front and rear ends of the second brake rod 62 respectively, thereby pushing the second body 3 forward and the third body 4 backward, realizing that the two are moving away from each other in the longitudinal direction, thus adapting to the width of the front and rear areas of the contact face between the talus 11 and the calcaneus 12.

[0058] Reference Figure 1 , Figure 2 and Figure 14 The buffer anti-dislodgement layer 7 is sleeved on the outside of the brake body to increase the friction between the brake and the talus 11 and calcaneus 12. Multiple anti-dislodgement particles 71 are integrally formed on the outer side of the buffer anti-dislodgement layer 7 to further increase the friction between the brake and the joint and improve the anti-dislodgement effect. In this embodiment, the buffer anti-dislodgement layer 7 and the anti-dislodgement particles 71 are made of medical grade silicone, and the thickness of the buffer anti-dislodgement layer 7 is 0.5mm.

[0059] Reference Figure 2 and Figure 15A biomimetic memory alloy layer 8 is fitted onto the outside of the brake body (first body 2, second body 3, and third body 4). The shape of the patient's tarsal sinus is scanned, and the biomimetic memory alloy layer 8 is fabricated into the corresponding shape. Under low-temperature conditions, it is shell-like for easy implantation. After surgical placement, it deforms upon returning to body temperature, restoring its shape to conform to the internal shape of the tarsal sinus, simultaneously ensuring that the outer side of the buffer anti-dislocation layer 7 contacts the joint surface, further enhancing the anti-dislocation effect. Gaps for the ligament 13 to pass through are provided on the anterior and posterior sides of the biomimetic memory alloy layer 8 and the buffer anti-dislocation layer 7. In this embodiment, refer to... Figure 16 The buffer anti-dislodgement layer 7 is made of silicone and completely covers the biomimetic memory alloy layer 8. This reduces the direct contact stress between the metal parts and the bone surface and prevents the mechanism from shifting during joint movement through frictional resistance. The biomimetic memory alloy layer 8 is a nickel-titanium memory alloy, specifically medical-grade nickel-titanium alloy.

[0060] Reference Figure 1 and Figure 2 During the surgery, the surgeon implants the assembled brake into the prepared tarsal sinus space. Initial positioning is performed to place the ligament 13 within the predetermined channel. The left and right sides of the ligament 13 abut against the first body 2, the second body 3, and the third body 4, respectively, while the upper and lower sides abut against the silicone sleeve 522. Then, the clamping elements 9 of the transverse braking mechanism 5 and the longitudinal braking mechanism 6 are operated sequentially or alternately to adjust the transverse width and longitudinal length of the brake to a state that precisely matches the interosseous space between the talus 11 and the calcaneus 12, generating appropriate tension. Finally, the buffer anti-dislodgement layer 7 and the biomimetic shape memory alloy layer 8 work together to ensure the long-term stability of the brake.

[0061] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A subtalar joint brake for preventing dislocation, disposed between the talus (11) and the calcaneus (12), characterized in that, include: The first main body (2) is located on the right side of the ligament (13); The second body (3) is located on the left side of the ligament (13); The third body (4) is located to the left of the ligament (13) and behind the second body (3); A lateral braking mechanism (5) is located on the first body (2) and is used to adjust the distance between the first body (2) and the second body (3) and the third body (4) laterally. A longitudinal braking mechanism (6) is located on the second body (3) and the third body (4) for longitudinally adjusting the distance between the second body (3) and the third body (4); The buffer anti-detachment layer (7) is fitted on the outside of the brake body to increase the friction between the brake and the talus (11) and calcaneus (12).

2. The anti-dislocation type subtalar joint brake according to claim 1, characterized in that, The lateral braking mechanism (5) includes: The first pressure rod (51) is inserted into the first main body (2) in the vertical direction; The first brake lever (52) is inserted into the first body (2) from left to right at its right end and abuts against the first pressure rod (51). Its left end abuts against the second body (3) or the third body (4). The first pressure rod (51) drives the first brake lever (52) to move in the left and right direction.

3. The anti-dislocation type subtalar joint brake according to claim 2, characterized in that, The right side of the first brake lever (52) is provided with a first inclined surface (521) that is inclined downward, and the first pressure rod (51) is provided with a first slot (511) that is adapted to the right end of the first brake lever (52).

4. The anti-dislocation type subtalar joint brake according to claim 2, characterized in that, The first pressure bar (51) is provided in two parts, and the two first pressure bars (51) are inserted into the first body (2) at intervals along the front-back direction.

5. A subtalar joint brake for preventing dislocation according to claim 2, characterized in that, The first brake lever (52) has two parts arranged from top to bottom, and a channel for the ligament (13) to pass through is provided between the two first brake levers (52).

6. The anti-dislocation type subtalar joint brake according to claim 2, characterized in that, The longitudinal braking mechanism (6) includes: The second pressure bar (61) is inserted vertically into the second body (3) and the third body (4); The second brake lever (62) is inserted longitudinally into the second body (3) and the third body (4) at its front and rear ends respectively, and abuts against the second pressure rod (61) respectively. The second pressure rod (61) drives the second brake lever (62) to drive the second body (3) and the third body (4) away from each other.

7. A subtalar joint brake for preventing dislocation according to claim 6, characterized in that, The front and rear sides of the second brake lever (62) are provided with a downward inclined second inclined surface (621), and the second pressure rod (61) is provided with a second slot (611) that is adapted to the front and rear ends of the second brake lever (62).

8. A subtalar joint brake for preventing dislocation according to claim 6, characterized in that, The second brake lever (62) has two parts arranged from top to bottom.

9. A subtalar joint brake for preventing dislocation according to claim 1, characterized in that, Also includes: A biomimetic memory alloy layer (8) is disposed between the brake body and the buffer anti-dislodgement layer (7), and has the same shape as the inside of the patient's tarsal sinus.

10. A subtalar joint brake for preventing dislocation according to claim 6, characterized in that, The first pressure rod (51) and the second pressure rod (61) are provided with a clamping member (9) at their top, which drives the first pressure rod (51) and the second pressure rod (61) to slide in the vertical direction.

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