A319 pilot reported while they were conducting a Visual Approach they received a Low Altitude Alert from Tower.

Narrative

CA was PF and I was PM. ZZZ Approach vectored us northwest of the airport on a 080 heading. Roughly abeam the FAF; we reported the airport in sight and got cleared for the Visual Approach to RWYXXR. We had planned to fly a Visual Approach backed up with the ILS. The approach clearance came at a strange angle to final; which was exacerbated by the southerly wind. The PF disconnected the autopilot and hand flew the approach starting with a base to final turn; while we slowed and configured the aircraft. At approximately 2;300 feet; the tower controller issued a Low Altitude Alert on the tower frequency. We stopped the descent and visually verified outside and inside that we were at a safe altitude. When reestablished on the glideslope; the PF continued the approach. We were stable by 1;000 feet AGL and landed. Throughout this sequence; we maintained visual contact with the airport and all surrounding terrain and obstacles.Night visual approaches present a hazard as far as terrain and obstacles are concerned. Going forward; to prevent a scenario like this; the best options would be request vectors for the published ILS approach; or request better vectors to intercept final while under radar control before accepting an approach clearance. ATC gave us a vector that was somewhere between a downwind and base pointed away from the airport. A better vector for a base or final intercept would've avoided this situation.