EMB-145 First Officer reported a hydraulic system failure during climbout.

Narrative

HYD2 LO QTY and E2 HYD PUMP FAIL advisories appeared during the climb at about 15000. We had no related issues in the previous flight. However to note; when we received the plane from the previous crew; they had just had a brake degrade message. Maintenance worked on it for 2 hours prior to our flights and found no defects.At this junction; we checked the hydraulics and found that hydraulic 2 was at the bottom of the amber; though it was still holding pressure at 2900. We continued to monitor per the QRH. A minute later Hydraulic system 2 also experienced failure; receiving the HYD SYS 2 FAIL message. As we prepared to run the QRH; we first took priority deviating around a buildup. I had engaged TCS (Touch Control Steering) to steer towards a clear heading; during which we still caught a bout of moderate turbulence. Autopilot kicked off during the turn at roughly 17000 and would not return despite troubleshooting different flight modes and changing the side it was coupled to. At this time; I continued hand flying for the remainder of the flight. CA ran QRH out loud for autopilot followed by hydraulic system 2 failure. We confirmed shutting off hydraulic pump 2; limiting airspeed to 250 kts; and ran numbers for flaps 45; noting the 3 relevant inop items. We agreed that being cautious and safe with the current levels of failure; it was best to request priority handling. CA communicated to ATC; and we prepared and briefed for the RNAV XXC. Next CA sent a message to dispatch; contacted flight attendant with the situation; and made a PA for the passengers advising they'd see fire trucks on standby when we landed; but to expect a normal landing and taxi to the gate. The rest of the flight and landing proceeded as planned and were uneventful. Had emergency vehicles ready on landing. We continued to the gate with one truck following us and deplaned as normal. After parking; maintenance and firefighters notified us of hydraulic fluid leaking from engine 2. CA promptly called both dispatch and maintenance; making the appropriate entries in the log before we both departed the plane.Possibly a more comprehensive maintenance check after the prior crew had the brake degraded EICAS msg. Seeing as how 2 hours were spent checking the relevant systems though; and our first leg to ZZZ produced no issues; it's hard to say how easily detectable the problem was prior to the failure occurring. We were at least prepared for a similar problem popping up after nothing was found in the maintenance check we had included expecting a brake degrade or related issue in our briefing for both legs of the ZZZ turn.