As has been very well explained, the reason for MCAS was to cause ANU stick force to increase or at least not to decrease when AoA approaches stall angle. That was a certification requirement.
However, by repeating the trim input at remaining high AoA, something more than just desired stick force increase is achieved.
What is needed is a one time increment in stick force to bring the Max into line with the other 737 models - if that was the aim.
This can be achieved by adding feel spring force to the control run, cut in point determined by AoA.
If there were then a fault in the AoA signal, the increment would be applied - once - which would be trimmable and controllable.
The whole sorry idea of playing with the stab trim to achieve what is really a desired primary control feel correction is unnecessary and as we see, unsatisfactory and potentially dangerous.
A feel spring solution should satisfy the certification authorities and the desire by the manufacturer to keep the Max in the 737 family, rating wise.