Apparatus and methods for manoeuvring a trailer

Abstract

A control system for manoeuvring a trailer 200 connected to vehicle 100 into water comprising; one or more processors 310 (fig 3) configured to receive 1230 (fig 12) a depth signal 455 (fig 4) indicat

Description

TECHNICAL FIELD The present disclosure relates to apparatus and methods for manoeuvring a trailer. Aspects of the invention relate to a control system, to a system, to a vehicle, to a method and to computer software. 5 BACKGROUND Manoeuvring a trailer with a vehicle is subjectively regarded as one of the most difficult aspects of using a trailer. One aspect of difficulty is being able to fully see a trailer from within a vehicle, particularly a drawbar region of the trailer. Even a rear view camera of a vehicle may not avoid problems associated with manoeuvring a trailer completely since the drawbar region may not be fully visible in an image from such a camera. Often it is desired 10 to manoeuvre a trailer so that it is generally level in one or more axes, such as having one or both of a level inclination and roll. For example, where the trailer is a caravan or trailer tent then it is desired to manoeuvre the trailer to a level position, as may also be the case for other types of trailer e.g. ones supporting a load or equipment which is operational in a level position. However this may be difficult to achieve at least for some users. In other situations, it is desired to reverse a trailer into an aquatic environment such as the sea, a lake or a river as examples. However it can be difficult for the user to assess a depth to which the vehicle is submerged and therefore a risk of the vehicle becoming stuck may exist. 15 It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. SUMMARY OF THE INVENTION Aspects and embodiments of the invention provide a control system, a system, a vehicle, a method, and computer software as claimed in the appended claims. 24.09 25 According to an aspect of the present invention there is provided a control system for a trailer manoeuvring system of a vehicle, the control system comprising one or more processors collectively configured to receive a wirelessly transmitted level signal indicative of at least one of a pitch or roll angle of a trailer, receive a levelling request signal, and activate a levelling movement mode in dependence on the levelling request signal, wherein, in the levelling movement mode, the one or more processors are collectively configured to output a movement signal to cause the vehicle to move in dependence on the level signal. Advantageously the vehicle is caused to manoeuvre the trailer in dependence on the pitch and / or roll of the trailer. Advantageously the pitch and / or roll of the trailer can be reduced utilising the movement. According to an aspect of the present invention there is provided a control system for a trailer manoeuvring system of a vehicle, the control system 30 comprising one or more processors collectively configured to receive, from a sensing device, a wirelessly transmitted level signal indicative of at least one of a pitch or roll angle of a trailer, receive, from a user interface, a levelling request signal, and activate a levelling movement mode in dependence on the levelling request signal, wherein, in the levelling movement mode, the one or more processors are collectively configured to output a movement signal to cause the vehicle to move in a longitudinal direction in dependence on the level signal being indicative of the at least one of the pitch or roll angle of the trailer being within a predetermined range. Advantageously the vehicle is caused to manoeuvre the trailer in dependence on the pitch 35 and / or roll of the trailer in relation to the predetermined range. Advantageously the pitch and / or roll of the trailer can be reduced utilising the movement. The control system comprises one or more controllers collectively comprising at least one electronic processor having an electrical input for receiving an input signal; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as 40 to receive, from a sensing device, a wirelessly transmitted level signal indicative of at least one of a pitch or roll angle of a trailer, receive, from a user interface, a levelling request signal, and activate a levelling movement mode in dependence on the levelling request signal, wherein, in the levelling movement mode, the one or more processors are collectively configured to output a movement signal to cause the vehicle to move in a longitudinal direction in dependence on the level signal being indicative of the at least one of the pitch or roll angle of the trailer being within a predetermined range. 45 The movement signal may be arranged to cause the vehicle to move in the longitudinal direction until the level signal is indicative of the at least one of the pitch or roll angle of the trailer being within the predetermined range. Advantageously the longitudinal movement is performed until the at least one of the pitch or roll angle is acceptable. 5 The movement signal may be arranged to cause the vehicle to move in the longitudinal direction when the level signal is indicative of the at least one of the pitch or roll angle of the trailer being outside the predetermined range. Advantageously the longitudinal movement is performed until the at least one of the pitch or roll angle is acceptable. The control system is optionally arranged to wirelessly receive the levelling request signal. Advantageously the levelling request can be originated 10 from a device remote from the vehicle. The one or more processors may be collectively arranged to receive, from the user interface, a direction signal indicative of a direction of the longitudinal movement selected to cause at least one wheel of the vehicle or trailer to travel up a ramp positioned to reduce the pitch or roll angle of the trailer. Advantageously the ramp may be positioned in a selected direction with respect to the trailer. The direction signal is optionally indicative 15 of one of forward and reverse direction. Advantageously the ramp may be placed either in front of or behind the at least one wheel. The movement signal may be indicative of the selected direction of the longitudinal movement to cause the vehicle to move in the selected direction. Advantageously the vehicle is caused to move in the selected direction toward the ramp. 24.09 25 The movement signal may be configured to one or both of cause the vehicle to move in the longitudinal direction at less than a predetermined speed and cause the vehicle to move a predetermined distance in the longitudinal direction. Advantageously movement of the vehicle is controlled. The controlled movement may advantageously allow the vehicle to ascend a ramp in a controlled manner. The predetermined speed may be one of 10kmh1, 5kmh1 or 2kmh1. Advantageously the speed is relatively low. The predetermined distance may be less than 1 m, less than 0.5m or less than 0.2m. Advantageously the vehicle moves in relatively short distance increments. Optionally, in the levelling movement mode, the one or more processors are collectively configured to receive, from the user interface, a first movement distance signal indicative of the predetermined distance for the vehicle to move, and to output the movement signal to cause the vehicle to move the predetermined distance in the longitudinal direction. Advantageously the vehicle moves the predetermined distance as requested by the user. 30 The one or more processors may be collectively configured to output a movement complete signal to the user interface, the movement complete signal indicative of the vehicle movement being complete, when the vehicle has moved the predetermined distance in the longitudinal direction. Advantageously the user interface may generate an output indicative of the movement being complete. 35 The one or more processors may be collectively configured to receive, from the user interface, a second movement distance signal indicative of a second distance for the vehicle to move. Advantageously the user may request a second movement of the vehicle such that the vehicle’s movement is controlled. The one or more processors may be collectively configured to output a movement signal to cause the vehicle to move in the second distance in the longitudinal direction. Advantageously the vehicle is caused to move the second distance. The second distance of movement may be requested after completion of the first distance of movement. 40 Optionally the one or more processors are collectively configured to output a movement end signal to cause the vehicle to stop moving in the longitudinal direction in dependence on the level signal being indicative of the at least one of the pitch or roll angle of the trailer being within the predetermined range. Advantageously movement of the vehicle is stopped when the trailer’s pitch and / or roll is acceptable. The one or more processors may be collectively configured to receive an offroad mode signal from the user interface, wherein the offroad mode signal is configured to cause the vehicle to change a torque magnitude applied to the wheels. Advantageously the vehicle is configured for movement in the offroad environment. The one or more processors may be collectively configured to receive from the user interface a manoeuvre ready signal indicative of the longitudinal movement being able to be performed. Advantageously the system is provided with an input indicative of conditions allowing the movement to be performed. The one or more processors are optionally collectively configured to communicate to the user interface a signal indicative of the at least one of the pitch or the roll angle of the trailer. Advantageously the user interface may generate an indication of the pitch and / or roll of the trailer. The user interface may be arranged to provide an output indicative of the at least one of the pitch or the roll angle of the trailer. Advantageously the user may be informed about the pitch and / or roll of the trailer. The user interface may be arranged to display a representation of the at least one of the pitch or the roll angle of the trailer. Advantageously the representation conveniently advises the user about the pitch and / or roll of the trailer. The level signal may be periodically received from the sensing device until the at least one of the pitch or roll of the trailer is within the predetermined range. Advantageously periodically communicating the level signal may conserve power. Optionally, when the at least one of the pitch or roll of the trailer is within the predetermined range, a level complete signal is received from the sensing device. Advantageously the sensing device may only communicate when the pitch and / or roll is acceptable, which may conserve power. According to an aspect of the present invention there is provided a system comprising a control system according as described above, and a sensing device. The sensing device optionally comprises an output device for providing the user interface. Advantageously the sensing of the at least one of a pitch or roll angle of a trailer is combined with the user interface. The output device optionally comprises one or more of a display device, an audio output device and a microphone. Advantageously the output may be provided in a variety of formats. The level signal may be received from the sensing device at a first time and the levelling request signal at a second time. Advantageously a temporal separation between sensing the pitch and / or roll of the trailer and operation of the user interface may be provided. The system optionally comprises a user device for providing the user interface. Advantageously the user device conveniently provides the user interface. The user device may be a mobile telephone, portable computing device or a vehicle access device. Advantageously a device of the user may provide the user interface. The sensing device is optionally adapted for being associated with the trailer to determine the pitch or roll angle of the trailer. Advantageously the association may improve measurement of the pitch and / or roll. The sensing device may be configured for being placed on or in the trailer. Advantageously the placement may improve measurement of the pitch and / or roll. The sensing device may be configured for being attached to the trailer. Advantageously the attachment may improve measurement of the pitch and / or roll. According to an aspect of the present invention there is provided a vehicle comprising the system as described above or the control system as described above. According to an aspect of the present invention there is provided a method for controlling a trailer manoeuvring system of a vehicle, the method comprising receiving, from a sensing device, a wireless level signal indicative of at least one of a pitch or roll of a trailer, receiving, from a user interface, a levelling request signal, activating a levelling movement mode in dependence on the levelling request signal; and outputting, in the 5 levelling movement mode, a movement signal to cause the vehicle to move in a longitudinal direction in dependence on a determination of the level signal being indicative of the at least one of the pitch or roll angle of the trailer being within a predetermined range. The method optionally comprises receiving from the user interface a direction signal indicative of a selected direction of the longitudinal movement. 10 The movement signal may be indicative of the selected direction of the longitudinal movement to cause the vehicle to move in the selected direction. The method may comprise, in the levelling movement mode receiving, from the user interface, a first movement distance signal indicative of the predetermined distance for the vehicle to move, and outputting the movement signal to cause the vehicle to move the predetermined distance in the longitudinal direction. According to an aspect of the present invention there is provided computer readable instructions which, when executed by a processor, are arranged to cause the processor to perform a method as described above. The computer readable instructions may be stored on a computer readable medium. The computer readable instructions may be tangibly stored on the computer readable medium. 24.09 25 According to an aspect of the invention, there is provided a control system for a trailer manoeuvring system of a vehicle, the control system comprising one or more processors collectively configured to receive a depth signal indicative of a depth of water in an environment of the vehicle, and output, in dependence on the depth of water, a control signal to reduce a speed of movement of the vehicle. Advantageously the vehicle’s ability to enter water is reduced in dependence on the depth. According to an aspect of the invention, there is provided a control system for a trailer manoeuvring system of a vehicle, the control system comprising one or more processors collectively configured to receive a vehicle depth signal indicative of a depth of water in an environment of the vehicle, receive a trailer depth signal indicative of the depth of water proximal to a trailer associated with the vehicle, determine, in dependence on the vehicle depth signal, whether the depth of water is equal to or greater than a vehicle depth threshold, the vehicle depth threshold corresponding to a maximum operational depth of the vehicle in the water, and output, in dependence on the determination of the depth of water being equal to or greater than the 30 vehicle depth threshold, a control signal to reduce a speed of movement of the vehicle, determine, in dependence on the trailer depth signal, when the depth of water approaches a floatation depth for a boat carried on the trailer; and output the control signal to control the speed of movement of the vehicle to reduce the speed of the vehicle when the depth of water proximal to the trailer approaches the floatation depth. Advantageously the vehicle’s ability to enter deepening water is reduced. 35 The control system comprises one or more controllers collectively comprising at least one electronic processor having an electrical input for receiving an input signal; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to receive a depth signal indicative of a depth of water in an environment of the vehicle, determine, in dependence on the depth signal, whether the depth of water is equal to or greater than a depth threshold, and output, in dependence on the determination of the depth of water being equal to or 40 greater than the depth threshold, a control signal to reduce a speed of movement of the vehicle. The depth of water may be proximal to a predetermined location about the vehicle. Advantageously depth may be determined with respect to an important location about the vehicle, or the depth may be determined when the vehicle enters water at an angle. The predetermined location may be at a longitudinal end of the vehicle. Advantageously depth may be determined with respect to an end of the vehicle entering water first. The longitudinal 45 end may be at a front or rear end of the vehicle. Advantageously the movement is controlled during an inclined descent into water. 24.09 25 The depth threshold may be a predetermined wading depth threshold. Advantageously the speed may be reduced when approaching or at the wading depth threshold of the vehicle. The movement may be in a longitudinal direction. Advantageously the speed of movement, e.g. the longitudinal speed of movement, may be controlled. The control signal may be arranged to substantially stop the vehicle. Advantageously the vehicle may be stopped in dependence on the depth of water. The control signal may be a stop signal. 5 The control signal is optionally arranged to limit a maximum manually-driven speed of the vehicle. Advantageously a user may be restricted from entering deepening water by a limitation on the manually driven speed of the vehicle. The control signal is optionally arranged to control a powertrain of the vehicle to reduce the speed of the vehicle. Advantageously the vehicle’s speed may be reduced by a powertrain limitation. 10 The control system may comprise one or more controller comprising the one or more processors. Because the depth threshold corresponds to a maximum operational depth of the vehicle in the water then advantageously the vehicle’s ability to enter water beyond the operation depth of the vehicle is reduced. 15 The depth of water is optionally determined proximal to a rear of the vehicle. Advantageously when reversing into water the depth is monitored at a location where the deepest water is encountered. Because the depth signal may comprise a trailer depth signal indicative of the depth of water proximal to a trailer associated with the vehicle then advantageously the vehicle’s movement is controlled dependent on the depth of water at the trailer. 20 The trailer may be a boat trailer. The speed of movement of the vehicle is controlled in dependence on the depth of water proximal to the trailer. Advantageously when entering water with the boat trailer, the movement of the vehicle is controlled dependent on the depth. The one or more processors may be collectively configured to determine, in dependence on the trailer depth signal, when the depth of water approaches a floatation depth for a boat carried on the trailer and to output the movement signal to control the speed of movement of the vehicle to reduce the speed of the vehicle when the depth of water proximal to the trailer approaches the floatation depth. Advantageously the trailer slows to allow the boat to float and may reduce a risk of collision between the trailer and the boat. The depth signal optionally comprises image data relating to the environment of the vehicle. Advantageously the image data is conveniently used to 30 determine the depth. The one or more processors are collectively configured to determine the depth of water in dependence on the image data. The depth signal may comprise signals received from one or more sensors associated with the vehicle. The one or more sensors may be arranged to receive radiation reflected from the water. Advantageously accurate determination of the depth may be achieved. 35 The one or more processors may be collectively configured to determine, in dependence on image data, a location of a navigable path for the vehicle into the water, output a control signal to control a steering angle of one or more wheels of the vehicle to cause the vehicle to move along the navigable path into the water. Advantageously the vehicle follows the navigable path to into the water. The navigable path may be inclined into the water. Advantageously the vehicle’s progress into the water is aided by the incline. The navigable path 40 optionally corresponds to a slipway into the water. Advantageously the vehicle follows the slipway. The slipway may be a way, ramp or skid into the water. The depth signal may comprise data relating to reflected radiation indicative of one or more attributes of the water. The radiation optionally comprises ultrasonic signals. Advantageously vehicle sensors may be used to determine the depth of water. 45 According to aspect of the invention, there is provided a system comprising the control system of any preceding claim and one or more sensors for determining the depth of water in the environment of the vehicle and / or trailer and providing the depth signal in dependence thereon. According to an aspect of the invention, there is provided a vehicle comprising the system described above or the control system described above. 5 According to aspect of the invention, there is provided a method for controlling a trailer manoeuvring system of a vehicle, the method comprising: receiving a vehicle depth signal indicative of a depth of water in an environment of the vehicle; receiving a trailer depth signal indicative of the depth of water proximal to a trailer associated with the vehicle; determining, in dependence on the vehicle depth signal, whether the depth of water is equal to or greater than a depth threshold, the vehicle depth threshold corresponding to a maximum operational depth of the vehicle in the water; and 10 outputting, in dependence on the determination of the depth of water being equal to or greater than the vehicle depth threshold, a control signal to reduce a speed of movement of the vehicle; determining, in dependence on the trailer depth signal, when the depth of water approaches a floatation depth for a boat carried on the trailer; and outputting the control signal to control the speed of movement of the vehicle to reduce the speed of the vehicle when the depth of water proximal to the trailer approaches the floatation depth. 15 The method may comprise determining, in dependence on received image data, a location of a navigable path for the vehicle into the water, and outputting a control signal to control a steering angle of one or more wheels of the vehicle to cause the vehicle to move along the navigable path into the water. 24.09 25 According to an aspect of the invention, there is provided computer readable instructions which, when executed by a computer, are arranged to perform a method as described above. Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in any way and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner. BRIEF DESCRIPTION OF THE DRAWINGS 30 One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a vehicle according to an embodiment of the invention; 35 Figure 2 shows a vehicle according to an embodiment of the invention in relation to a trailer; Figure 3 shows a control system according to an embodiment of the invention; Figure 4 shows a system according to an embodiment of the invention; 40 Figure 5 illustrates a method according to an embodiment of the invention; Figures 6(a) and 6(b) illustrate a trailer according to an embodiment of the invention; 45 Figure 7 illustrates a method according to an embodiment of the invention; Figure 8 illustrates a method according to an embodiment of the invention; 2409 25 Figure 9 illustrates a method according to an embodiment of the invention; 5 Figures 10 and 11 illustrate a vehicle according to an embodiment of the invention in relation to a trailer; and Figure 12 illustrates a method according to an embodiment of the invention; DETAILED DESCRIPTION 10 A vehicle 100 in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figure 1. The vehicle 100 is a wheeled vehicle having a first pair of steering or steered wheels which are controlled to steer the vehicle 100. The steered wheels are located at a front of the vehicle 100. The steered wheels are controlled to a selected road wheel angle (RWA) to steer the vehicle 100. The vehicle 100 is propelled by torque applied to one or more driven wheels to move generally longitudinally i.e. forwards or reverse. Torque to cause the longitudinal movement may be provided via the steered wheels, via non-steered wheels i.e. rear wheels, or via both pairs of wheels i.e. four-wheeled 15 drive, “4wd”. It will also be appreciated that embodiments of the invention may be envisaged where all four wheels are controlled to steer the vehicle 100, wherein the rear wheels form a second pair of steered wheels. The second pair of steered wheels may be controlled to steer in an opposing direction to the first pair of steered wheels thereby improving a turning circle of the vehicle at low speed, or in a similar direction to enable a ‘crabbing’ motion of the vehicle 100. The vehicle may also comprise other numbers of wheels or be a tracked vehicle, for example. The torque applied to the one or more driven wheels originates from a powertrain of the vehicle 100 which may comprise an internal combustion engine and one or more traction electric machines. Figure 2 illustrates the vehicle 100 coupled to a trailer 200. The trailer 200 has at least one pair of wheels and is coupled via an articulated coupling 210 to the vehicle 100. Often the coupling 210 is via a tow ball or tow hitch attached to the vehicle 100 which is received in a socket hitch of the trailer 200 to allow articulation there-between, although other types of articulated coupling are known such as hook and ring type couplings and the present invention is not restricted to a particular type of coupling. When the vehicle 100 is moved in a forward direction, the trailer 200 generally follows the path of the vehicle 100 and is thus easier for a driver of the vehicle 100 to manoeuvre. However, in order to position the trailer 200 at a desired location generally to a rear of the vehicle 100, the driver must be aware of a direction in which to steer the vehicle 100 to achieve appropriate turning of the trailer 200. Because the trailer hitch 210 is at a front of the trailer 200 with the wheels of the trailer being often being generally toward the centre of the trailer 200, the rear of the trailer 200 tends to follow an opposite direction to the vehicle 100. It will be appreciated that the wheels may be at 30 other locations, such as further rearward about the trailer 200, such as for a boat trailer as an example. The steering effect for such trailers still exists, with an effect of counter steering being consequently reduced and requiring increased turn angles from the vehicle 100. Furthermore, it will be appreciated that the trailer 200 may have more than one axle or pair of wheels. That is, in reverse, steering the vehicle 100 to the left causes the rear of the trailer to move to the right and vice versa, which is not intuitive for some people. Furthermore, preventing a collision between the trailer 200 and the vehicle 100 can be difficult. 35 With reference to Figure 3, there is illustrated a control system 305 for a vehicle 100 according to an embodiment of the invention. The control system 305 comprises one or more controller 300 which may be an electronic controller 300. The control system 305 as illustrated in Figure 3 comprises one controller 300, although it will be appreciated that this is merely illustrative. The 40 controller 300 comprises processing means 310 and memory means 320. The processing means 310 may be one or more electronic processing device 310 or processor 310 which operably executes computer-readable instructions. The memory means 320 may be one or more memory device 320. The memory means 320 is electrically coupled to the processing means 310. The memory means 320 is configured to store the computer-readable instructions, and the processing means 310 is configured to access the memory means 320 and execute the instructions stored thereon to perform a method according to an embodiment of the invention. 45 24.09 25 The controller 300 comprises an input means 330 and an output means 340. The input means 330 may comprise one or more electrical inputs 330 of the controller 300 for receiving an electrical signal 335. The output means 340 may comprise one or more electrical outputs 340 of the controller 300 for outputting an electrical signal 345. In some embodiments the input 330 and output 340 of the controller 300 may be integrated into an I / O interface of the controller 300. The I / O interface may be a network interface for communicatively connecting the controller 300 to a communication network of the vehicle 100 such as a communication bus, as will be appreciated. Figure 4 illustrates a control system 400 according to an embodiment of the invention. The control system 400 comprises the controller 300 illustrated in Figure 3 which is arranged to perform a method according to an embodiment of the invention, as described below. The controller 300 may be referred to as a trailer manoeuvring controller 300 according to an embodiment of the invention. Thus the system 400 represents a trailer manoeuvring system 400 according to an embodiment of the invention. The controller 300 is arranged in some embodiments to implement one or more modules 460, 470, 480, 490 which perform aspects of the present invention as will be explained. One or more other parts of the system 400 may be formed by other controllers, systems or sensors of the vehicle 100 as will be appreciated. The control system 400 comprises a user interface, UI, 410 which allows a user to interface with the control system 400. The UI 400 allows a user to provide a user input to the control system 400 and allows the control system 400 to output information to the user. The UI 410 may comprise a display device 810, 910 for operatively displaying a graphical user interface, GUI, comprising a representation of at least a portion of the trailer 200 thereon under control of the trailer manoeuvring controller 300. GUIs according to embodiments of the invention are illustrated in Figures 8 and 9 as discussed below. The display device 810, 910 of the UI 410 may be touch sensitive for receiving the user input and providing a user input signal 415 or data indicative thereof to the trailer manoeuvring controller 300. The UI 410 may also output an audible and / or tactile output to the user in some embodiments. The UI 410 may be arranged within an interior of the vehicle 100, such as with the UI 410 directed toward a driver’s seating position within the vehicle 100. In particular, as will be explained, the UI 410 may be arranged to receive an indication of a desired location of the trailer 200 which comprises an angle input indicative of a request for a manoeuvring angle of a trailer with respect to an axis of the vehicle 100. In some embodiments, the UI 410 may receive from the user an indication of a requested movement direction corresponding to a longitudinal direction of the vehicle 100, which may be one of forward and reverse directions of the vehicle 100. The UI 410 may provide user input signal 415 indicative of the requested movement direction of the vehicle 100 to the controller 300. The control system 400 comprises a vehicle actuation controller 420 for one or both of providing at least one manual actuation signal 425 indicative of actuation or movement of the vehicle 100 or components thereof under manual control of the driver to the trailer manoeuvring controller 300, or for causing actuation or movement the vehicle 100 or components thereof according to at least one actuation control signal 426 received from the trailer manoeuvring controller 300. Where the vehicle 100 is actuated or caused to move by a user or driver, i.e. under manual control of the driver, the vehicle actuation controller 420 is arranged to provide the one or more manual actuation signals 425 to the trailer manoeuvring controller 300. For example, the user may select a direction of travel for the vehicle 100 e.g. using a direction control such as a button, graphical icon, physical stalk etc, and use a control, such as an accelerator pedal of the vehicle 100, to cause the vehicle 100 to move in the selected direction, such as forward, and the vehicle actuation controller 420 provides the manual actuation signal 425 to the trailer manoeuvring controller 300 indicative of the driver controlled movement of the vehicle 100. Thus in some embodiments the manual actuation signal 425 is indicative of a manually controlled longitudinal movement of the vehicle 100. In some examples the trailer manoeuvring controller 300 may output at least one actuation control signal 426 indicative of a requested longitudinal direction of movement of the vehicle 100 to cause the vehicle 100 to move in said direction, such as one of forward or reverse. The actuation control signal 426 is received by the vehicle actuation controller 420 to cause the powertrain of the vehicle 100 to provide torque to one or more driven wheels of the vehicle 100. In some embodiments, the actuation control signal 426 may comprise one or both of an indication of one or more of a requested distance of movement of the vehicle 100 e.g. 5m, 10m etc, and / or a requested speed of movement of the vehicle 100 e.g. 5kmh1 and / or 20 kmh1, with these figures being for illustration only. The trailer manoeuvring controller 300 may be arranged to output at least one actuation control signal 426 to control an angular movement of one or more steered wheels of the vehicle 100. Thus the at least one actuation control signal 426 may comprise a steering actuation signal 426. The angular 8 24.09 25 movement of the steered wheels controls a direction of travel of the vehicle 100. The steering actuation signal 426 may be indicative of a requested road wheel angle, RWA, of the vehicle 100. Thus the trailer manoeuvring controller 300 is arranged, in some embodiments, to output the steering actuation signal 426 to control steering movement of one or more wheels of the vehicle 100 which is operative to cause the trailer 200 to move toward a requested manoeuvring angle. The control system 400 comprises a trailer connection manager 428 for determining a connection of the vehicle to the trailer 200. The connection may be physical or mechanical i.e. coupling of the trailer 200 to the tow hitch of the vehicle 100, or electrical i.e. coupling of an electrical connector of the trailer 200 to the vehicle 100, such as inserting an electrical plug from the trailer 200 into a corresponding socket of the vehicle 100. The determination of the coupling of the trailer 200 to the tow hitch of the vehicle 100 may be in dependence on image data corresponding to a rear of the vehicle 100 to determine the mechanical coupling which may be advantageous in some situations, such as when the trailer 200 is a boat trailer and the electrical connection may need to be disconnected when the trailer 200 is being manoeuvred into water. In determination of the connection, the connection manager 428 is arranged to output a trailer connection signal 429 to the trailer manoeuvring controller 300. Thus the trailer manoeuvring controller 300 is arranged to receive the trailer connection signal 429 to provide awareness of when the trailer 200 is connected to the vehicle 100. In dependence thereon, the trailer manoeuvring controller 300 is arranged to cause display of a trailer manoeuvring GUI. The trailer manoeuvring GUI may be displayed on a display of a user device 440. The control system 400 comprises a device connection manager 430. The trailer manoeuvring controller 300 is arranged to communicate signals or data 435 with the device connection manager 430 for wireless communication 446, 447 with one or more remote devices 440, 445. The one or more remote devices 440, 445 may comprise a portable user device 440, such as a mobile phone 440, tablet computer 440, or user device associated with the vehicle 100 such as a device for accessing the vehicle 100 i.e. key having a display, for example. Other user devices may be envisaged. The one or more remote devices 440, 445 may comprise a trailer device 445 for use with the trailer 200. The trailer device 445 is a portable self-contained device which may be stored within the vehicle 100 and removed for use with the trailer 200 at appropriate times. The trailer device 445 may comprise a power source such as a battery to enable portable operation. The trailer device 445 may have one or more controls operable by the user e.g. to activate the device prior to or when associated with the trailer 200. The trailer device 445 is operable to determine one or more operating characteristics of the trailer 200. The one or more operating characteristics of the trailer 200 may comprise an attitude or inclination of the trailer 200 in one or more axes. A first inclination of the trailer 200 may comprise a longitudinal inclination of the trailer 200 as illustrated in Figure 6a and explained in more detail below. The longitudinal inclination may be referred to as a pitch of the trailer 200. A second inclination of the trailer 200 may comprise a lateral inclination of the trailer 200 as illustrated in Figure 6b and explained in more detail below. The lateral inclination of the trailer 200 may be a roll of the trailer 200. Thus the trailer device 445 is operable to wirelessly communicate with the trailer manoeuvring controller 300, such as via the device connection manager 430 as shown in Figure 4 or via the user device 440. The trailer device 445 is arranged to determine the one or more operating characteristics of the trailer 200. The one or more operating characteristics of the trailer 200 may be determined by the trailer device 445 comprising one or more accelerometers to determine the orientation of the trailer device 445 and thus the pitch and / or roll of the trailer 200 when the device 445 is attached to or placed on a surface of the trailer 200. A level signal comprising data 447 indicative of the one or more operating characteristics of the trailer 200 i.e. pitch and / or roll data of the trailer 200 is wirelessly communicated from the trailer device 445 to the trailer manoeuvring controller 300. The device connection manager 430 may facilitate wireless communication 446, 447 with the user device 440 and / or the trailer device 445. Thus in this sense, “remote” is intended to mean physically separate from the vehicle 100. The wireless communication may comprise a local wireless network, such as WiFi or other short-range communication protocol over which the device connection manager 430 may wirelessly communicate 446 with the remote device 440. However the wireless communication may comprise communication with a telecommunications network such as 4G, 5G, 6G or other communication standard to communicate with the user device 440. It may also be envisaged that the communication may be wired e.g. having a connector about the vehicle 100 to facilitate a wired data interface with the user device 400 and / or the trailer device 445. The communication enables data indicative of a user input at the user device 440 to be received from the user device 440. The communication may enable a user interface to be provided at the user device 440. For example, data indicative of a location or arrangement of the vehicle 100 and / or trailer 200 may be communicated to the user device 440 to generate a representation of the vehicle 100 and / or trailer 200 to enable a GUI to be provided thereon. As will be explained, the user device 440 facilitates remote manoeuvring of the trailer 200 i.e. from outside of the vehicle 100. 24.09 25 The control system 400 may comprise a perception system 450 of the vehicle 100 for providing environment data 455 to the trailer manoeuvring controller 300 indicative of an environment of the vehicle 100, which may also encompass the environment of the trailer 200. In particular, the environment data 455 may be indicative of any objects, conditions and / or terrain in the environment of the vehicle 100 and trailer 200 which may 5 restrict movement of the vehicle 100 and trailer 200. For example, the environment data 455 may comprise an indication of a size and / or location of one or more objects, or may indicate a terrain feature such as a slope or surface which is difficult to pass for the vehicle 100 or trailer 200. The environment data 455 may comprise an indication of a geometry, such as an inclination, size, shape etc. of the terrain features. I n some embodiments, as discussed below, the environment data 455 may comprise an indication of one or more attributes of water in the environment of vehicle 100 and trailer 200. For example, the environment data 455 may be indicative of a depth of water relative the vehicle 100 and / or trailer 200. The indication of 10 the depth of water may be determined from a relative distance between one or more sensors associated with the vehicle 100 and / or trailer 200 and a surface of the water. Alternatively or additionally the depth of water may be determined in dependence on image data capturing an image of the water in relation to at least a portion of the vehicle 100 and / or trailer 200. The perception system 450 may comprise one or more sensors associated with the vehicle 100. The one or more sensors may comprise, for example, a radar system, a lidar system, ultrasonic sensors, vision-based devices e.g. cameras for providing image data relating to the environment of the vehicle 100 from which the object(s) and terrain may be determined. With 15 respect to water depth determination, the one or more sensors may comprise one or more sensors which emit radiation and receive radiation reflected from the water, such as the ultrasonic sensors. Such sensors may determine the distance between the sensor’s location and the water thereby enabling the depth of water to be determined with knowledge of a height of the sensors about the vehicle 100 and trailer 200. Furthermore, one or more rear and / or downward facing camera may capture the image data showing the water proximal to at least a portion, such as the rear portion, of the vehicle 100 and the trailer 200. 20 It will be appreciated that the environment data 455 from the one or more sensors may be combined, for example using a fusion system. In some perception systems sensor data from a plurality of sensors is utilised to generate a perception map to represent an environment of the vehicle 100. Therefore fused sensor data or a perception map may be part of the environment data 455 in some embodiments. As noted above, in some embodiments of the invention the controller 300 is arranged to implement one or more modules 460, 470, 480, 490 which may comprise one or more of a counter steering module 460, a user input interpreter 470, a trailer position determiner 480 and a manoeuvre goal determiner 490. The counter steering module 460 is arranged to determine steering of the vehicle 100 to position or rotate the trailer 200. In particular, the counter 30 steering module 460 is arranged to determine counter-steering of the vehicle’s steered wheels required to steer the trailer 200. The counter steering module 460 may cause the trailer manoeuvring controller 300 to output data or signals to the vehicle actuation controller 420 for controlling the direction of the steered wheels i.e. in some embodiments indicating the RWA of the vehicle 100. The user input interpreter 470 is arranged to interpret user commands received from one or both of the UI 410 and the user device 440. The user 35 input interpreter 470 is arranged to provide an indication of a user request determined from the commands to the manoeuvre goal determiner 490 which is arranged to determine a manoeuvring goal, such as a desired location of the trailer 200 or a change in position, such as a longitudinal movement or angle, of the trailer 200. The manoeuvring may be determined to position the trailer 200 in relation to one or more features in an environment of the vehicle 100, as will be explained. 40 The trailer position determiner 480 is arranged to determine, or estimate, a position of the trailer 200 with respect to the vehicle 100. The position of the trailer 200 is a current position of the trailer which may be determined in dependence on the received environment data 455. For example, image data relating to a rear of the vehicle 100 comprising the trailer 200 may be used to determine an angle of the trailer 200 with respect to the vehicle. An output of the trailer position determiner 480 may be used to provide a visual representation of at least a portion of the trailer 200 on a display to the user indicative of the position of the trailer 200 with respect to the vehicle 100. The output of the trailer position determiner 480 may be provided 45 to the counter steering module 460 in some embodiments. The manoeuvre goal determiner 490 is arranged to determine a position of the trailer 200 as a goal of a manoeuvre requested by the user. In dependence on a user input 415 received by the trailer manoeuvring controller 300 the manoeuvre goal determiner 490 is arranged to determine a requested position of the trailer 200. That is, the goal position of the trailer 200 requested by the user, as will be explained. The manoeuvre goal determiner 490 may be arranged to provide an indication of the requested position of the trailer 200 to the counter steering module 460 such that the 5 counter steering module 460 is arranged to determine one or more steering angles, which may be used in opposing longitudinal movements of the vehicle 100, i.e. forward and reverse, to move the trailer 200 from its current position to the request position, when the change in position requires steering. At other times, i.e. for some manoeuvres, the manoeuvre goal determiner 490 is arranged to cause the trailer manoeuvre controller 300 to output at least one actuation control signal 426 indicative of a requested longitudinal direction of movement of the vehicle 100 to cause the vehicle 100 to move in said direction, such as one of forward or reverse. Said actuation control signal 426 may be referred to as a longitudinal movement 10 signal 426. The manoeuvre goal determiner 490 may be arranged in some embodiments to determine when the trailer is submerged to a depth and the reduce a speed of the vehicle 100 in dependence thereon, as described below in connection with Figures 10 to 12. Figure 5 illustrates a method 500 according to an embodiment of the invention. The method 500 is a method of manoeuvring the trailer 200. In particular, the method 500 is a method of manoeuvring the trailer 200 to control or adjust a level or attitude of the trailer 200. In particular, the method 15 500 is a method of manoeuvring the trailer 200 to control one or both of a pitch and / or roll of the trailer 200. The method 500 may be performed by the system 400 illustrated in Figure 4. In particular, the memory 320 may comprise computer-readable instructions which, when executed by the processor 310, perform the method 500 according to an embodiment of the invention. 20 24.09 25 The method 500 starts at 501 and comprises a block 510. Block 510 may be an initialisation block, wherein one or more checks or conditions are determined which allow the method 500 to progress. In block 510 it is determined in some embodiments whether the vehicle 100 is capable of being controlled in dependence on wirelessly received data. Block 510 comprises in some embodiments determining whether the vehicle 100 is communicably coupled to the trailer device 445. In particular, block 510 comprises determining whether the trailer manoeuvring controller 300 is able to receive the data 447 indicative of the one or more operating characteristics of the trailer 200 from the trailer device 445, such as the data 447 indicative of the pitch and / or roll of the trailer 200. In some embodiments of block 510, it is determined whether the vehicle 100 is operable to be controlled by the user device 440. In some embodiments block 510 comprises determining whether the user device 440 is authorised to control the vehicle 100. The authorisation may be associating identifying information of the user device 440 with the vehicle, such as linking a user account associated with the vehicle 100 stored on a computer server or cloud storage system and the identifying information of the user device 440. If the authorisation has not been performed then an indication of the 30 required authorisation may be output. Block 510 may comprise determining that the user device 440 is communicably coupled with the vehicle 100 and, in particular, the trailer manoeuvring controller 300. The determination in block 510 may be made by the trailer manoeuvring controller 300 exchanging information with the user device 440 to confirm the communicable coupling. If the trailer manoeuvring controller 300 is not communicably coupled to the trailer device 445 and, in some embodiments to the user device 440, 35 then the method 500 follows path 515 i.e. loops or waits at block 510. If the trailer manoeuvring controller 300 is communicably coupled to the trailer device 445 and / or the user device 440, then the method 500 follows path 516 to block 520. Block 520 comprises determining whether a user indication corresponding to trailer levelling is received. The indication is an indication of a request to enter a levelling movement mode. The indication may be received audibly such as via a microphone of the UI 410 or of the user device 440. 40 Alternatively the indication may correspond to activation of a graphically displayed control or icon displayed on a display device of the UI 410 or user device 440. The indication may also provide an indication of a requested levelling direction of the trailer 200. The levelling direction of the trailer may be selected as one or both of longitudinal and lateral levelling of the trailer 200 i.e. to correct for one or both of pitch and / or roll of the trailer 200. In one embodiment, a first graphical control may be displayed corresponding to the longitudinal direction and a second graphical control may be displayed corresponding to the lateral direction. A user activation of one of the first and second controls provides the indication of a request for trailer 45 levelling and the requested direction. At this point, Figures 6(a) and 6(b) are referred to, which illustrates in more detail an example trailer 200. The trailer 200 comprises a body 210 which is supported upon at least one pair of wheels 220. In particular, the trailer 200 may have a single pair of wheels 220 such that its pitch is controlled by a relative height of a hitch 230 of the trailer 200 with respect to the wheels 220. 5 In Figure 6(a) a side view of the trailer 200 with the pitch 610 of the trailer 200 illustrated. By longitudinal level it is meant the inclination or level of the trailer 200 along its longitudinal i.e. nose-to-tail axis. The pitch 610 is illustrated as a vertical movement at one end (nose or tail, with the nose being illustrated) of the trailer 200 which would control or adjust the pitch of the trailer 200. Figure 6(b) illustrates a lateral level or roll 620 of the trailer i.e. the trailer’s side-to-side attitude 620, which may be along an axis parallel with an axle 10 or pair of stub axles of the trailer 200, with it being appreciated that the trailer 200 may have more than one axle. The roll 620 is illustrated as a vertical movement at one side of the trailer 200 which determines or adjusts the lateral level or attitude of the trailer 200. Also illustrated in Figures 6(a) and 6(b), the trailer device 445 is shown associated in use with the trailer 200. In use the user locates or places the trailer device 445 on the trailer 200. In particular, the user places the trailer device 445 on an attachment point(s) or surface of the trailer 200 which 15 may be aligned or parallel to the trailer’s chassis or body, such that the orientation of the surface corresponds to a general pitch / roll of the trailer 200. The surface may be generally flat to correspond to a flat surface of the trailer device 445. Whilst the trailer device 445 is illustrated being located at a rear of the trailer 200 it will be appreciated that this is merely illustrative and that the trailer device 445 may be placed in use in other suitable locations about the trailer 200. 24.09 25 Referring back now to Figure 5, in block 520 if a user request is received for levelling of the trailer 200 the method 500 follows 526 to block 530. If no request is received the method 500 follows 525 to return to, or wait, at block 510. In block 530 it is determined whether the trailer is level laterally i.e. is subject to roll. Block 530 comprises receiving from the trailer device 445 a level signal comprising roll data 447 indicative of the roll of the trailer 200. The roll data 447 may be received at the trailer manoeuvring controller 300. The trailer manoeuvring controller 300 is arranged to compare the roll data 447 with a roll threshold which may be predetermined such as stored in the memory 320 by a manufacturer of the vehicle 100 or previously stored following a user input. For example, the roll threshold may be ±5° or other value from horizontal. It will be appreciated that positive roll may be roll in one direction, such as clockwise, whilst negative roll may be roll in an opposed direction, such as anticlockwise. If the current roll of the trailer 200 is equal to or greater than the roll threshold, the method 500 follows 535 to method 700 shown in Figure 7. If not, i.e. the current roll is less than the roll threshold, the method 500 follows 536 to block 540. 30 In block 540 it is determined whether the trailer is level longitudinally i.e. is pitching or pitched up or down with respect to being horizontal along its longitudinal axis. Block 540 comprises receiving from the trailer device 445 the level signal comprising pitch data 447 indicative of the current pitch of the trailer 200. The pitch data 447 may be received at the trailer manoeuvring controller 300. The trailer manoeuvring controller 300 is arranged to compare the pitch data 447 with a pitch threshold which may be predetermined such as stored in the memory 320 by a manufacturer of the vehicle 35 100 or previously stored following a user input. For example, the pitch threshold may be ±5° or other value from horizontal. It will be appreciated that the pitch threshold may differ from the roll threshold. If the current pitch of the trailer 200 is equal to or greater than the pitch threshold, the method 500 follows 545 to method 800 shown in Figure 8. If not, i.e. the current pitch is less than the pitch threshold, the method 500 follows 546 and ends. Referring to Figure 7, which is a method of correcting for roll of the trailer 200, following 535 from block 530 there is a block 710 comprising outputting 40 to the user an indication of the current roll of the trailer 200. Figure 7 represents a method performed in the levelling movement mode. In particular, the output in block 710 is provided to enable the user to understand a corrective action required in order to improve the level of the trailer 200 i.e. to reduce the roll of the trailer 200. The output in block 710 may be audibly output from the UI 410 within the vehicle 100 or from the user device 440, for example on a display of the user device. Block 710 comprises the trailer manoeuvring controller 300 causing one or both of the UI 410 or the user device 440 to output the indication, such as sending the user device 440 data indicative of the output. In one embodiment, data is wirelessly 45 communicated 445, 446 from the trailer manoeuvring controller 300 to the user device 440 which is indicative of a side of the trailer 200 required to be raised in order to reduce the roll. 24.09 25 Block 720 is a user input receiving block for receiving one or more user inputs. In block 720 a user input is received indicative of a wish to proceed with a manoeuvre of the trailer to reduce the roll of the trailer 200. For example, the user is requested, such as via audible or visual output, to confirm the wish to proceed by providing an appropriate input. The input may be indicative of a positive confirmation to proceed or a negative confirmation of declining to proceed. The input may be audible or via activation of a displayed one or more controls or icons, such as displayed on the display of the user device 440. Activation of a control corresponding to confirm causes the method to move to follow 726 to block 730 whilst activation of a control corresponding to decline causes the method to move to block 760 and end, returning the method 500 to block 530 and following path 536 to block 540. In block 720 the user is requested to confirm that at least one ramp 250 has been placed in relation to the trailer 200. In particular, the user is requested to confirm that the at least one ramp 250 has been placed in proximity to at least one corresponding wheel of the trailer 200 at the side of the trailer requiring to be raised in order to reduce the roll of the trailer 200. It will be appreciated that in relation to a trailer 200 having a plurality of wheels at each side, a corresponding plurality of ramps 250 may be used, although for clarity just one ramp 250 will be described as shown in Figure 6(a). The input received in block 720 may comprise an indication of whether the ramp 250 is located in front of the wheel 220 of the trailer 200, as shown, or to a rear of the wheel 220. To assist the user, the display may be controlled e.g. as part of the UI 410 to display an indication of where to place the at least one ramp in relation to the trailer 200. For example, the UI 410 may display an indication of the at least one ramp being placed in front or behind at least one wheel of the trailer 200 and an indication of whether to drive forward or reverse onto the trailer 200. Advantageously, particularly in the presence of roll and inclination, a suggestion from the UI 410 assists the user in positioning the at least one ramp. In block 730 it is determined whether the trailer 200 is level i.e. whether the current roll of the trailer is less than the roll threshold. For a first iteration of block 730, and whilst the current roll is equal to or greater than the roll threshold, the method moves via path 736 to block 740. However if the current roll, as communicated from the trailer device 445, is less than the roll threshold, the method follows path 735 to block 760 as described above. Thus the method 700 automatically stops movement of the trailer 200 when the current roll is less than the rolls threshold. The roll threshold may be set to a low value, such that the method 700 stops the movement when the trailer 200 is substantially level. In block 740 the vehicle 100 is caused by the trailer manoeuvre controller 300 to move longitudinally toward the ramp 250. Block 740 comprises the trailer manoeuvring controller 300 outputting the actuation control signal 426 in the form of the longitudinal movement signal 426 to cause the vehicle 100 to move longitudinally. The longitudinal direction of movement of the vehicle 100 may correspond to the direction of the ramp indicated in block 720, such as forwards in the case of the layout shown in Figure 6(a). The longitudinal movement signal 426 is output to the vehicle actuation controller 420 which controls the powertrain of the vehicle 100. The vehicle actuation controller 420 may control an engine or one or more traction electric motors of the vehicle 100 to cause the longitudinal movement of the vehicle 100. The trailer manoeuvre controller 300 may provide the longitudinal movement signal 426 indicative of a low speed of movement, such as 5kmh1, 2kmh1 etc., such that the user is able to watch the wheel 220 of the trailer 200 progress toward and up the ramp 250 and be able to stop the vehicle 100 when the trailer 200, if desired, as explained below. Alternatively, the trailer manoeuvre controller 300 may provide the longitudinal movement signal 426 indicative of small distance of movement, such as 0.1m etc, before block 740 is repeated for a further movement distance. The distance of movement may be selected by the user. In some embodiments the distance is sufficient to uncompress a trailer brake overrun device for controlling the trailer’s brakes. The speed of movement may be determined in dependence on the roll of the trailer 200, in some embodiments in dependence on a difference between the current roll and the roll threshold such that the speed is reduced in dependence on the difference i.e. slower speed of movement corresponding to lower difference. Advantageously controlling the speed of movement in this way improves accuracy of positioning the trailer 200. When the movement of the trailer of the predetermined distance is completed in block 740, the controller may output a signal to the UI 410 indicative of the completed movement such that a corresponding output may be provided to the user by the UI 410. In block 750 it is determined whether the user has cancelled or stopped the movement of the vehicle 100 and trailer 200, such as by providing a stop input or discontinuing a move input. The stop input may be audible or correspond to activation of a stop control or icon displayed on the user device 440. In other embodiments, the user may be required to provide a continuous input in order to cause movement of the vehicle 100. For example, the user may be required to continuously activate a control on the display of the user device to permit movement of the vehicle 100. When such input is 13 24.09 25 discontinued i.e. the user releases the control, movement of the vehicle 100 correspondingly stops. If the user provides the stop input to the user device 440 or discontinues the move input, data indicative thereof is communicated to the trailer manoeuvring controller 300 which may cease output of the longitudinal movement signal 426, cause a further longitudinal movement signal 426 not to be output, or a stop longitudinal movement signal 426 to be output. Following which the method follows 755 to return to block 720. If, however, no stop input is provided in block 750 the method follows 756 to return to block 730 where the current roll angle of the trailer 200 is compared against the roll threshold as described above. Block 730 may comprise receiving an updated indication of the current roll of the trailer 200 from the trailer device 445. It can therefore be appreciated that the method 700 in Figure 7 is arranged to cause the vehicle 100 to move the trailer 200 in a longitudinal direction so that one lateral side of the trailer 200 is raised on a ramp positioned by the user in front or at a rear of at least one wheel 220 of the trailer 200. In this way the vehicle 100 moves the trailer 200 upward on the ramp until roll of the trailer 200 is reduced. Furthermore the user is able to more easily supervise the process from outside of the vehicle 100, such as proximal to the trailer 200. Referring again to Figure 5, as discussed above, in block 540 if the current pitch of the trailer 200 is equal to or greater than the pitch threshold, the method 500 follows 545 to method 800 shown in Figure 8. Figure 8 illustrates a method of correcting for pitch of the trailer 200. Figure 8 represents a method performed in the levelling movement mode. Following from block 540 there is a block 810 comprising outputting to the user an indication of the current pitch of the trailer 200. In particular, the output in block 810 is provided to enable the user to understand a corrective action required in order to improve the level of the trailer 200 i.e. to reduce the pitch of the trailer 200. The output in block 810 may be audibly output from the UI 410 within the vehicle 100 or from the user device 440 such as on the display thereof. Block 810 comprises the trailer manoeuvring controller 300 causing one or both of the UI 410 or the user device 440 to output the indication, such as sending the user device 440 data indicative of the output. In one embodiment, data is wirelessly communicated 445, 446 from the trailer manoeuvring controller 300 to the user device 440 which is indicative of an end of the trailer 200 required to be raised in order to reduce the pitch. The end of the trailer requiring to be raised is determined in dependence on the pitch data 447 communicated from the trailer device 445. For example, if a rear of the trailer is required to be raised, then the user may be instructed to place ramps in front or at a rear of one or more wheels 220 of the trailer 200 at each side of the trailer 200. If a nose of the trailer 200 is required to be raised, then the user may be instructed to place ramps in front or at a rear of rear wheels of the vehicle 100. In block 820 the user is requested to confirm that at least one ramp 250 has been placed in relation to the vehicle 100 or trailer 200. In particular, the user is requested to confirm that the at least one ramp 250 has been placed in proximity to at least one corresponding wheel of the vehicle 100 or trailer 200 as instructed in block 810. It will be appreciated that in relation to a trailer 200 having a plurality of wheels at each side, a corresponding plurality of ramps 250 may be used at each side of the trailer 200. The input received in block 820 may comprise an indication of whether the ramp 250 is located in front of the vehicle or trailer’s wheels, or to a rear of the vehicle or trailer’s wheels 220. If the user indicates that they do not wish to proceed with levelling of the trailer 200, the method follows 825 to block 860. If the user indicates they wish to proceed, the method follows 826 to block 830. In block 830 it is determined whether the trailer is level i.e. whether the current pitch of the trailer is less than the pitch threshold. For a first iteration of block 830, and whilst the current pitch is equal to or greater than the pitch threshold, the method moves to block 840. However if the current pitch as communicated from the trailer device 445 is less than the pitch threshold, the method follows path 835 to block 860 as described above. In block 840 the vehicle 100 is caused by the trailer manoeuvre controller 300 to move longitudinally toward the ramp 250. Block 840 comprises the trailer manoeuvring controller 300 outputting the actuation control signal 426 in the form of the longitudinal movement signal 426 to cause the vehicle 100 to move longitudinally. The longitudinal direction of movement of the vehicle 100 may correspond to the direction of the ramp indicated in block 810, such as forwards in the case of the layout shown in Figure 6(a). The longitudinal movement signal 426 is output to the vehicle actuation controller 420. The vehicle actuation controller 420 may control the engine or one or more traction electric motors of the vehicle 100 to cause the longitudinal movement of the vehicle 100. The trailer manoeuvre controller 300 may provide the longitudinal movement signal 426 indicative of a low speed of movement, such as 5kmh1, 2kmh1 etc., such that the user is able to watch the wheels of the vehicle 100 or wheels 220 of the trailer 200 progress 14 toward and up the ramp 250 and be able to stop the vehicle 100 and the trailer 200 if desired, as explained below. Alternatively, the trailer manoeuvre controller 300 may provide the longitudinal movement signal 426 indicative of small distance of movement such as 0.1m etc before block 840 is repeated for a further movement distance. When the movement of the trailer of the predetermined distance is completed in block 740, the controller may output a signal to the UI 410 indicative of the completed movement such that a corresponding output may be provided to the user by the UI 410. 5 In block 850 it is determined whether the user has cancelled or stopped the movement of the vehicle 100 and trailer 200 by providing a stop input or discontinuing a move input. The stop input may be audible or correspond to activation of a stop control or icon displayed on the user device 440. In other embodiments, the user may be required to provide a continuous input in order to cause movement of the vehicle 100. For example, the user may be required to continuously activate a control on the display of the user device to permit movement of the vehicle 100. When such input is 10 discontinued i.e. the user releases the control, movement of the vehicle 100 correspondingly stops. If the user provides the stop input to the user device 440, or discontinues the move input, data indicative thereof is communicated to the trailer manoeuvring controller 300 which may cease output of the longitudinal movement signal 426, cause a further longitudinal movement signal 426 not to be output, or a stop longitudinal movement signal 426 to be output. Following which, the method follows 855 to return to block 820. If, however, no stop input is provided in block 850 the method follows 856 to return to block 830 where the current pitch angle of the trailer 200 is compared against the pitch threshold as described above. Block 15 830 may comprise receiving an updated indication of the current pitch of the trailer 200 from the trailer device 445. 20 24.09 25 It can therefore be appreciated that the method 800 in Figure 8 is arranged to cause the vehicle 100 to move the trailer 200 in a longitudinal direction so that the vehicle 100 or trailer 200 is raised (depending on whether the ramps have been placed in relation to the wheels of the vehicle or trailer) on ramps positioned by the user in front or at a rear of wheels 220 of the vehicle 100 or trailer 200.1 n this way the vehicle 100 moves the trailer 200 until pitch of the trailer 200 is reduced. Furthermore the user is able to more easily supervise the process from outside of the vehicle 100, such as proximal to the trailer 200. Figure 9 illustrates a method 900 according to an embodiment of the invention which can be used to control the pitch of the trailer 200 instead of that in Figure 8. The method 900 of Figure 9 controls the pitch of the trailer 200 by controlling a height of the tow hitch of the vehicle. In this way, the height of the trailer nose from the ground is controlled thereby also controlling the pitch of the trailer 200. The height of the vehicle’s tow hitch may be controlled or adjusted whilst the vehicle 100 is stationary and may revert to a default position when the vehicle 100 begins to move. The method 900 comprises a block 910 of outputting to the user an indication of the current pitch of the trailer 200. In particular, the output in block 910 is provided to enable the user to understand a corrective action required in order to improve the level of the trailer 200 i.e. to reduce the pitch of 30 the trailer 200. The output in block 910 may be audibly output from the UI 410 within the vehicle 100 or from the user device 440. Block 910 comprises the trailer manoeuvring controller 300 causing one or both of the UI 410 or the user device 440 to output the indication, such as sending the user device 440 data indicative of the output. In one embodiment, data is wirelessly communicated 445, 446 from the trailer manoeuvring controller 300 to the user device 440 which is indicative of a change of height of the nose of the trailer 200 required to reduce the pitch i.e. to level the trailer 200. The change is determined in dependence on the pitch data 447 communicated from the trailer device 445. For example, if the nose of the trailer 200 35 is required to be raised, the user is advised accordingly. In block 920 the user is requested to confirm that the trailer 200 is suitable for levelling. For example, the user is requested to confirm that the nose of the trailer 200 may be lowered i.e. that no obstructions under the trailer nose are present. The input received in block 820 may comprise an indication that an area around the nose of the trailer i.e. the tow hitch area is clear. If the user indicates that they do not wish to proceed with levelling 40 of the trailer 200, the method follows 925 to block 960. If the user indicates that they wish to proceed, the method follows 926 to block 930. In block 930 it is determined whether the trailer is level i.e. whether the current pitch of the trailer is less than the pitch threshold. For a first iteration of block 930, and whilst the magnitude of the current pitch is equal to or greater than the pitch threshold, the method moves to block 940. However if the magnitude of the current pitch as communicated from the trailer device 445 is less than the pitch threshold, the method follows path 935 to block 45 960 as described above. In block 940 the height above ground of the trailer hitch of the vehicle 100, such as the tow ball, is caused by the trailer manoeuvre controller 300 to change to reduce the pitch. Block 940 comprises the trailer manoeuvring controller 300 outputting an actuation control signal 426 to cause the vehicle 100 to change the height 5 of the tow hitch. The control signal 426 is output to the vehicle actuation controller 420. In one embodiment, the vehicle actuation controller 420 is arranged to control an actuator to vary the height e.g. to lower or raise the tow hitch, such as tow ball, of the vehicle 100 in dependence on the control signal 426. In another embodiment, the vehicle actuation controller 420 is arranged to control a suspension height of the vehicle 100 to raise or lower a body of the vehicle 100, thereby controlling the height of the tow hitch. As can be appreciated, controlling or changing the height of the tow hitch correspondingly controls i.e. raises or lowers the nose of the trailer 200 to thereby control the pitch of the trailer 200. In some embodiments, the 10 vehicle actuation controller 420 is arranged to control the actuator to vary the height e.g. to lower or raise the tow hitch such that the trailer 200 may be disconnected from the vehicle 100 to remain at a predetermined inclination, such as zero i.e. level. The vehicle actuation controller 420 is arranged to control the actuator to lower or raise the tow hitch to be a predetermined offset height from a target height, which may be as an example 70mm from a target position or height of the tow hitch of the trailer 200. To determine the target position, a distance from the tow hitch to a centreline of the trailer’s axles is used in connection with a trigonometric calculation to determine a vertical displacement distance of the tow hitch required. The target 15 position is an offset which, factoring in the mechanical displacement requirement of the trailer disconnection, ensures that the trailer is level after being uncoupled from the vehicle. 24.09 25 In block 950 it is determined whether the user has cancelled or stopped the movement of the tow hitch by providing a stop input of discontinuing a control input. The stop input may be audible or correspond to activation of a stop control or icon displayed on the user device 440. the user may be required to provide a continuous input in order to cause movementof the vehicle 100. In other embodiments, the user may be required to continuously activate a control on the display of the user device 440 to permit movement of the tow hitch. When such input is discontinued i.e. the user releases the control, movement of the tow hitch correspondingly stops. If the user provides the stop input to the user device 440 or discontinues the control input, data indicative thereof is communicated to the trailer manoeuvring controller 300 which may cease output of the control signal 426, cause a further control signal 426 not to be output, or a stop control signal 426 to be output. Following which, the method follows 955 to return to block 920. If, however, no stop input is provided in block 950 the method follows 956 to return to block 930 where the current pitch angle of the trailer 200 is compared against the pitch threshold as described above. Block 930 may comprise receiving an updated indication of the current pitch of the trailer 200 from the trailer device 445. As can be appreciated, the method 900 of Figure 9 allows the pitch of the trailer 200 to be controlled. 30 Figures 10 to 12 illustrate operation of the trailer manoeuvring system 400 according to another embodiment of the invention. It is sometimes desired to manoeuvre a trailer 200 with a vehicle 100 to at least partially submerge the trailer 200. In particular, it is known to move the trailer 200 with the vehicle 100 in a longitudinal direction, such as to reverse the vehicle 100 and trailer 200, in order to partially submerge the trailer 200 in water. It will also be appreciated that the manoeuvre could be accomplished with a front-mounted tow hitch in which case the vehicle 100 moves longitudinally 35 forward into the water. For example the trailer 200 may be suitable for carrying a boat and, in order to launch the boat from the trailer 200 or to retrieve the boat from the water, it is useful to, e.g. reverse, the trailer 200 so that it is sufficiently submerged to allow the boat to float into a loading or unloading position with respect to the trailer 200. It will be understood that the term ‘boat’ is intended to mean any watercraft, such as but not limited to a power boat, yacht, dingy, sailing vessel (sail and / or powered etc). Often the trailer 200 is manoeuvred down a defined navigable path into the water, such as a ramp, slipway or similar having physical or demarcated edges at a side thereof (beyond which may be un-navigable terrain, such as 40 rocks or a steep (such as vertical) drop). In other situations the trailer 200 may be manoeuvred down a navigable path on an incline such as a bank or beach into the water. The navigable path may be an area between one or more surface markings denotating the path which the vehicle 100 and trailer 200 should follow i.e. between first and second markings denoting the navigable path. In the latter case it is important to control the longitudinal movement of the vehicle 100 and trailer 200 into the water. In the former case, it is also helpful to control, in addition to the longitudinal movement of the vehicle 100 and trailer 200, steering of the vehicle 100 and consequently trailer 200, in order to remain within limits of the navigable path i.e. the 45 ramp. As such it can be appreciated that in some embodiments only control of the longitudinal movement is required, whilst in other embodiments 24.09 25 longitudinal and steering control of the vehicle 100 is useful. The methods illustrated in Figures 10 to12 may be implemented by the manoeuvre goal determiner 490. When manoeuvring the trailer 200 into water, it is important to sufficiently submerge the trailer 200 i.e. for boat loading or unloading. However it is 5 desirable to prevent or to reduce a risk of at least a portion of the vehicle 100 becoming excessively submerged. By excessively submerged it is meant that at least a portion of the vehicle 100 may be submerged to a depth relative to the portion of the vehicle 100 at which damage may occur due to the depth of water, such as water ingress, electrical failure etc, or it may be difficult for the vehicle 100 to successfully exit the water afterwards. Furthermore, it may be difficult for a driver seated within the vehicle 100 to observe when the trailer 200 is at a suitable depth within the water and / or guide the trailer 200 and vehicle 100 down the ramp, particularly between edges of the ramp where they exist. 10 Referring to Figure 10, there is illustrated, in side-on view, an inclined ramp 1000 leading into water 1010 with the vehicle 100 and the trailer 200 located thereon. The vehicle 100 is facing away from the water such that it moves in a longitudinally rearward direction into the water i.e. reverses the trailer 200 into the water 1010. As can be appreciated, whilst reversing, the trailer 200 enters the water 1010 first and gradually becomes at least partially submerged. If reverse movement continues then the vehicle 100 also begins to enter the water 1010 and, as can be appreciated, the height 15 of the water 1010 with respecttothe vehicle 100 begins to rise with further reverse movement of the vehicle 100. When the trailer 200 is at a particular depth, dependent on the size and / or geometry of the trailer 200, weight of boat 1020, etc., the boat 1020 will become buoyant and able to clear the trailer 200 and move away from therefrom. However, depending upon an inclination, shape etc of the ramp 1010 the boat may not become buoyant before the water is at an excessive depth or height with respect to the vehicle 100. Since the ramp is inclined, the depth or height of water may be determined with respect to a particular location about the vehicle 100 such as a rear surface of the vehicle 100. 20 The challenges involved in this manoeuvre include moving the trailer 200 sufficiently into the water 1010 whilst preventing the vehicle from becoming excessively submerged and, in some situations, guiding the vehicle 100 between sides or edges of the navigable path such as the ramp, as shown in Figure 11. Figure 11 illustrates the scenario of Figure 10 in plan view. As can be appreciated, the ramp 1000 has first and second sides 1030,1040 between which the vehicle 100 and trailer 200 are able to navigate to enter the water 1010. An area between the sides 1030, 1040 defines the navigable path to the water 1010 whilst outside of the sides represents an area not navigable to the vehicle 100 and trailer 200. The sides 1030,1040 maybe defined by walls or sides of the ramp i.e. steeply inclined or vertical portions of the ramp 1010, or defined by physical or graphical marks such as paint etc. between which the vehicle 100 and trailer 200 should travel to access the water 1010. Figure 12 illustrates a method 1200 of manoeuvring a trailer according to an embodiment of the invention. The method 1200 may be performed by 30 the trailer manoeuvring controller 300 illustrated in Figure 3 and by the trailer manoeuvring system 400 illustrated in Figure 4. In particular, the memory 320 of the trailer manoeuvring controller 300 may comprise computer-readable instructions which, when executed by the processor 310, perform the method 700 according to an embodiment of the invention. The method 1200 will be explained with reference to Figures 10 and 11 as discussed above. 35 The method 1200 starts at 1201 and comprises a block 1210. In some embodiments of block 1210, it is determined whether the vehicle 100 is operable to be controlled by the user device 440. In some embodiments block 1210 comprises determining whether the user device 440 is authorised to control the vehicle 100. The authorisation may be associating identifying information of the user device 440 with the vehicle, such as linking a user account associated with the vehicle 100 stored on a computer server or cloud storage system and the identifying information of the user device 440. If the authorisation has not been performed then an indication of the required authorisation may be output. Block 1210 may comprise determining 40 that the user device 400 is communicably coupled with the vehicle 100 and, in particular, the trailer manoeuvring controller 300. The determination in block 1210 may be made by the trailer manoeuvring controller 300 exchanging information with the user device 440 to confirm the communicable coupling. If the trailer manoeuvring controller 300 is not communicably coupled to the user device 440, then the method 1200 follows path 1215 i.e. loops or 45 waits at block 1210. If the trailer manoeuvring controller 300 is communicably coupled to the user device 440 then the method 1200 follows path 1216 to block 1220. 24.09 25 Block 1220 comprises determining whether a user indication corresponding to trailer manoeuvring is received. The indication may be received audibly such as via a microphone of the user device 440. Alternatively the indication may correspond to activation of a graphically displayed control or icon displayed on a display device of the user device 440. The indication may also provide an indication of a requested longitudinal movement direction of the trailer 200. In one embodiment, a first graphical control may be displayed corresponding to a forward direction and a second graphical control corresponding to a reverse direction. A user activation of one of the first and second controls provides the indication of a request for trailer manoeuvring and the requested direction. In some embodiments, a momentary activation of the graphical control is sufficient to commence movement of the vehicle 100 and trailer 200. However in other embodiments in order to begin and maintain movement of the vehicle 100 and trailer 200, continuous activation of the graphical control is used to maintain movement. If the activation of the control is not maintained then the trailer manoeuvring controller 300 is arranged to stop movement of the vehicle 100. The movement may be stopped until the activation of the control recommences. If data indicative of the activation of a control, such as the reverse control, is received in block 1220 then the method 1200 moves to block 1230. If, however, no data indicative of control activation is received the method 1200 follows 1225 to return to 1210. In block 1230 it is determined whether the vehicle 100 is at least partly submerged to a predetermined depth threshold. The depth threshold may correspond to a maximum operational depth of the vehicle 100 in the water. The depth threshold may be a predetermined wading depth threshold for the vehicle 100. The depth threshold may be relative to a predetermined portion of, or at a predetermined location about, the vehicle 100, such as its rear face or surface, although other locations may be envisaged such as proximal to a rear axle of the vehicle 100. As an example, the depth threshold may be 1.2m at a rear face of the vehicle 100, although this distance is provided only as an example. The depth of the water, or height of the water relative to the vehicle 100 and / or trailer 200, may be determined by the trailer manoeuvring controller 300 in dependence on the environment data 455 received from the perception system 450. As such, the environment data provides a depth signal 455 indicative of the depth of the water in the environment of the vehicle 100 and / or trailer 200. The depth signal 455 may be indicative of the depth of water proximal to the vehicle 100 and / or trailer 200. The depth signal 455 may comprise a vehicle depth signal indicative of a depth of water proximal to the vehicle 100 and a trailer depth signal (455) indicative of a depth of water proximal to the trailer 200 in some embodiments. The depth signal may be indicative of a depth of water in the environment of the vehicle 100 i.e. before, or as, the vehicle 100 enters the water. That is, the depth signal 455 may be determined in advance of the vehicle 100 being in the water, such as during a descent of the vehicle 100 and trailer 200 down an incline into the water. As discussed above, one or more attributes of the water proximal to the vehicle 100 and trailer may be determined in dependence on one or more sensors of the perception system 450. The one or more sensors may comprise one or more or a combination of: acoustic, electromagnetic and optical type sensors to measure reflections from the surface of the water. Said contact sensors may optionally include liquid level measurement sensors, for example including but not limited to sensors measuring a change, due to the presence of water, in: pressure, electrical characteristic (for example capacitance, resistance), electromagnetic (for example optical) and radio frequency time-of-flight). The one or more sensors may include one or both of ultrasonic sensors, lidar and cameras associated with the vehicle 100 and / or trailer 200. Other sensors may also be envisaged. The vehicle depth signal may be determined in dependence on one or more sensors associated with the vehicle 100. The trailer depth signal (455) may be determined in dependence on one or more sensors associated with the trailer 200. The perception system 450 provides the depth signal 455 to the trailer manoeuvring controller 300 which is arranged in some embodiments to determine a depth or height of the water relative to a portion of the vehicle 100, such as the rear of the vehicle 100 and / or relative to the trailer 200. It will be appreciated that the depth signal may be indicative of a depth of the water relative to the vehicle 100, or an absolute depth of the water. Furthermore, the depth (either relative or absolute) may be determined with respect to one or more predetermined locations about the vehicle 100 and / or trailer 200. With regard to the depth of water relative to the vehicle 100 it will be appreciated that some vehicles are operative at one or more different heights above ground such as by extending a suspension of the vehicle 100 to raise or lower a body of the vehicle 100. Thus the relative depth may be dependent on a current position of the vehicle’s body. In dependence on the depth of the water with respect to the vehicle 100 and / or trailer 200, the trailer manoeuvring controller 300 is arranged to control movement of the vehicle 100 and trailer 200. The trailer manoeuvring controller 300 is arranged to reduce or limit a speed of movement of the vehicle 100 and trailer 200. In some embodiments, the trailer manoeuvring controller 18 24.09 25 300 may stop the movement of the vehicle 100 and trailer 200. The trailer manoeuvring controller may be arranged to output a stop signal to stop movement of the vehicle 100 and trailer 200 when the water level is equal to or greater than the predetermined depth threshold. In some embodiments the trailer manoeuvring controller 300 may reduce the speed of movement by limiting a maximum manually driver speed of the vehicle 100 e.g. by imposing a limit on a driver controlled speed of the vehicle 100. For example, the limit may be 5 kmh1, 10 kmh1 or 20kmh1 although other speed 5 limits may be envisaged. If the water level is equal to or greater than the predetermined depth threshold the method follows 1235 to 1290 and ends. If the water level is less than the depth threshold level or height, the method 1200 follows 1236 to block 1240. 10 In block 1240 it is determined whether the trailer 200 is at least partly submerged to equal to or greater than a predetermined floatation depth threshold. As described above, the depth of the water relative to the trailer 200 may be determined by the trailer manoeuvring controller 300 in dependence on the environment data 455 received from the perception system 450. As such the environment data provides the depth signal 455 from which the depth of the water proximal to the trailer 200 is determined. The trailer manoeuvring controller 300 is arranged to control a speed of the longitudinal movement of the vehicle 100 and trailer 200 when the depth of water approaches a floatation depth threshold for a boat carried on the trailer. It will 15 be appreciated that different configurations of trailer and / or boat carried on the trailer 200 may have different floatation depth thresholds and data indicative of the respective threshold may be stored in the trailer manoeuvring controller 300. If the water level is equal to or greater than the floatation depth threshold the method follows 1245 to block 1250. If the water level is less than the floatation depth threshold, the method 1200 follows 1246 to block 1260. In block 1250 a speed of the longitudinal movement of the vehicle 100 and trailer 200 is controlled by the trailer manoeuvring controller 300. The trailer manoeuvring controller 300 is arranged, in block 1280 as described below, to output the actuation control signal 426 indicative of a requested longitudinal direction of movement of the vehicle 100 to cause the vehicle 100 to move in said direction, such in the reverse direction. Said actuation signal may be referred to as a longitudinal movement signal 426. The longitudinal movement signal 426 is indicative, in some embodiments, of a direction of longitudinal movement and a speed of movement of the vehicle 100. In block 1250 the speed of longitudinal movement of the vehicle 100 is determined for a next movement of the vehicle. In some embodiments, the speed of the vehicle 100 in the longitudinal direction is reduced when the depth of water approaches the floatation depth threshold. Advantageously this reduces a risk of the trailer colliding with the boat after it becomes buoyant. Furthermore, when the depth of water reaches the floatation depth threshold, the trailer manoeuvring controller 300 may be arranged to stop the vehicle 100 to allow the boat time to float without movement of the trailer 200. Thus in some embodiments, the trailer manoeuvring controller 30 300 may slow or gradually reduce the speed of movement of the vehicle 100 and trailer 200 as the depth of water proximal to the trailer 200 approaches the floatation depth threshold, eventually stopping movement as the depth of water reaches the floatation depth threshold. In block 1260 of the method, it is determined whether any steering control of the vehicle 100 and / or trailer 200 is required. For example, referring to Figure 11, an angle of the trailer 200 is compared against an orientation or direction of the navigable path to the water 1010 such as defined by the 35 ramp 1000 between the first and second sides 1030,1040. If an angle or direction of the trailer 200 is not substantially parallel to the angle or direction of the ramp 1000, such as parallel to the first and second sides 1030, 1040, then steering of the vehicle 100 may be controlled to rotate the trailer 200 to better align the trailer 200 with the ramp 1000. As described above, the counter steering module 460 is arranged to determine counter-steering of the vehicle’s steered wheels required to steer the trailer 200 in a direction to align the trailer 200 with the ramp 1000 i.e. to straighten the trailer 200 between the sides 1030,1040. The counter steering module 460 may cause the trailer manoeuvring controller 300 to output data or signals to 40 the vehicle actuation controller 420 for controlling the direction of the steered wheels i.e. in some embodiments indicating the RWA of the vehicle 100. If such steering of the vehicle 100 is required, the method 1200 follows 1265 to block 1270 wherein the trailer manoeuvring controller 300 outputs the steering actuation signal 426 to control steering movement of one or more wheels of the vehicle 100, to thereby cause the trailer 200 to align with the ramp 1000. 45 In block 1260 if no steering is required i.e. the trailer 200 is substantially aligned with the ramp 1000, such as to within a predetermined alignment tolerance threshold, the method 1200 follows 1266 to block 1275. In block 1275 it is determined whether the user has cancelled or stopped the movement of the vehicle 100 and trailer 200. In some embodiments, the user may stop movement of the vehicle 100 by providing a stop input. The stop input may be audible or correspond to activation of a stop control or icon displayed on the user device 440. If the user provides the stop input to the user device 440, data indicative thereof is communicated to the 5 trailer manoeuvring controller 300 which may cease output of the longitudinal movement signal 426, cause a further longitudinal movement signal 426 not to be output, or a stop longitudinal movement signal 426 to be output. However, the user may stop movement of the vehicle 100 and trailer 200 by failing to provide a continuous input to the user device 440 e.g. continuous activation of the control at the user device 440. In the absence of the continuous activation i.e. the user releasing the control, the method 1200 follows path 1276 to 1290 wherein the method ends i.e. movement of the vehicle stops. If, however, the stop input is not provided or the continuous input remains, the method follows 1277 to block 1280. 10 In block 1280 the trailer manoeuvring controller 300 is arranged to control the vehicle 100 to move in the longitudinal direction, such as to reverse. The trailer manoeuvring controller 300 is arranged to output longitudinal movement signal 426 to cause a powertrain of the vehicle 100 to move the predetermined distance e.g. 0.1m, 0.2m, etc. Snice the method 1200 is repeated at relatively high frequency e.g. before the vehicle has completed moving the predetermined distance, smooth movement of the vehicle 100 is achieved by the method 1200. Following block 1280 the method returns 15 to block 1230. 20 24.09 25 As a result of the method 1200, the user is able to control vehicle 100 to manoeuvre the trailer 200 into the water 1010 using the user device 440 which allows the user to better observe the vehicle 100 and trailer 200 from an external position. Furthermore, the trailer manoeuvring controller 300 automatically prevents the vehicle 100 from at least partially becoming submerged to an excessive depth. In some embodiments, the trailer manoeuvring controller 300 is further arranged to control the speed of the vehicle 100 manoeuvring the trailer 200 with respect to the floatation depth of a boat carried on the trailer 200. It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

1. A control system for a trailer manoeuvring system of a vehicle, the control system comprising one or more processors collectively configured to:receive a vehicle depth signal indicative of a depth of water in an environment of the vehicle;receive a trailer depth signal indicative of the depth of water proximal to a trailer associated with the vehicle;determine, in dependence on the vehicle depth signal, whether the depth of water is equal to or greater than a vehicle depth threshold, the vehicle depth threshold corresponding to a maximum operational depth of the vehicle in the water;output, in dependence on the determination of the depth of water being equal to or greater than the vehicle depth threshold, a control signal to reduce a speed of movement of the vehicle;determine, in dependence on the trailer depth signal, when the depth of water approaches a floatation depth for a boat carried on the trailer; andoutput the control signal to control the speed of movement of the vehicle to reduce the speed of the vehicle when the depth of water proximal to the trailer approaches the floatation depth.

2. The control system of any preceding claim, wherein one or both of the vehicle depth signal and / or the trailer depth signal comprisesimage data relating to the environment of the vehicle.

3. The control system of claim 2, wherein the one or more processors are collectively configured to determine the depth of water independence on the image data.

4. The control system of claim 2 or 3, wherein the one or more processors are collectively configured to:determine, in dependence on the image data, a location of a navigable path for the vehicle into the water;output a control signal to control a steering angle of one or more wheels of the vehicle to cause the vehicle to move along the navigable path into the water.

5. The control system of claim 4, wherein the navigable path corresponds to a slipway into the water.

6. The control system of any preceding claim, wherein one or both of the vehicle depth signal and / or the trailer depth signal comprises datarelating to reflected radiation indicative of one or more attributes of the water.

7. A system comprising the control system of any preceding claim and one or more sensors for determining the depth of water in theenvironment of the vehicle and / or trailer (200) and providing one or both of the vehicle depth signal and / or the trailer depth signal in dependencethereon.

8. A vehicle comprising the system of claim 7 or the control system of any of claims 1 to 6.

9. A method for controlling a trailer manoeuvring system of a vehicle, the method comprising:receiving a vehicle depth signal indicative of a depth of water in an environment of the vehicle;receiving a trailer depth signal indicative of the depth of water proximal to a trailer associated with the vehicle;determining, in dependence on the vehicle depth signal, whether the depth of water is equal to or greater than a depth threshold, the vehicle depth threshold corresponding to a maximum operational depth of the vehicle in the water; andoutputting, in dependence on the determination of the depth of water being equal to or greater than the vehicle depth threshold, a control signal to reduce a speed of movement of the vehicle;determining, in dependence on the trailer depth signal, when the depth of water approaches a floatation depth for a boat carried on thetrailer; andoutputting the control signal to control the speed of movement of the vehicle to reduce the speed of the vehicle when the depth of water proximal to the trailer approaches the floatation depth.

510. The method of claim 9, comprising:determining, in dependence on received image data, a location of a navigable path for the vehicle into the water;outputting a control signal to control a steering angle of one or more wheels of the vehicle to cause the vehicle to move along the navigable path into the water.1011. Computer readable instructions which, when executed by a computer, are arranged to perform a method according to any of claims 9 to 10.1524 09 25

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