EMB-550 pilot reported hydraulic system failure during landing. Aircraft was towed off runway.

Narrative

Somewhere below 1000ft on the ILS XXL at ZZZ with the autopilot was off I started to see some sort of transient amber (possibly blue) hydraulic CAS message flashing on and off. Single message. I physically pointed to the EICAS to notify the FO who verbally acknowledge that he sees it flashing transiently to me as well. At this point we were at around 500ft and fully committed to landing so I elected to continue. I think it was a HYD SENSE related CAS but I was too busy to really look given the operating environment. After nose wheel contact I moved the thrust levers over the detent to full reverse. I saw two green REV out of the corner of my eyes and waited for a moment to feel the engines power up. Around the time they were supposed to power up I figured something was wrong so I glanced at the EICAS and saw the REV indicator flash to amber; then red with an 'X' then full red. Simultaneously a bunch of amber; red; and cyan CAS messages showed up as well. Power was never given to the system. Around 70kts I attempted to stow the reversers but was unable to stow. I turned off the auto brakes by tapping the pedals and steered off the runway. I attempted to add power to expedited but their airplane wouldn't give me power and the rev CAS messages now showed steady 'ENG 1 REV Deployed' (and the same for E2) among a number of other CAS messages. It became obvious that I had no power; they would not stow; and we would need a tow. The tower called us to expedite our exit and I keyed the mike and communicated that we had a TR issue and may not be able to clear the runway. We made it about 1/2 way across the hold short line for D/L taxiways before the reverse thrust started to pull the airplane backwards. I set the parking break and told the FO to call the tower and ground letting them know the situation. After communicating with ground he called the FBO to send a tow and Airport Ops came to inspect the aircraft. Evidently ATC and ops were comfortable with our position and they continued to release departures and receive arrivals on the field. Ops escorted the FBO's tug to us; we opened up the door to hand them the gear pins for towing; I filled out some FBO paperwork; and Ops communicated with ground to get us back to the FBO. Given the failure I'm not sure what we could have done differently; there were no specific human factors involved; both myself and my FO handled the situation without any errors and the situation was resolved safely and expeditiously. It is worth noting that the aircraft was relatively fresh out of MX and had a known TR issue we were troubleshooting. On the last three landing since MX where the TRs were deployed; the right side TR was unable to stow. Before this flight; the local MX facility had worked on the TRs in an attempt to solve the problem. The paperwork was signed off and we were confident that we had a 'good airplane' Evidently the problem got worse.