B737-700 Captain reported hydraulic pump problems in cruise and elected to divert and make a precautionary landing.

Narrative

We were still in our climb to 41;000 ft. when we got a Master Caution; HYD indication and an A System Engine Driven Pump Low Pressure light illuminated. We verified what indication we had and I called for the QRH Checklist. After we completed that; I sent an ACARS message to Dispatch to let them and Maintenance know our issue. As we continued we did notice a decrease in the A System quantity; but the pressure remained steady. Around 40 minutes later; the B System Engine Driven pump Low Pressure light also illuminated. I called for and we ran the same checklist for the Low Pressure light. We continued to have normal system pressure on the hydraulic pressure gauges so we decided to continue the flight. I instructed the First Officer to send another ACARS message to Dispatch; which he did.At this point; we ran through some possible scenarios and began to prepare for an A System failure. We input data for a normal and A System failure landing into the Weight and Balance. Then we discussed what might happen; once we started to put a higher load on the hydraulic system; such as lowering the gear and flaps; using thrust reverse and nose wheel steering. It became apparent to us that while we were operating normally; our situation could change rapidly. It was at this point we decided to advise ATC and proceed directly to ZZZ. We notified ATC of our hydraulic malfunction and our intention to go directly to our destination. I then asked the First Officer to notify Dispatch of our request for priority handling. He did via ACARS. I contacted the Flight Attendants and briefed them on what we planned to be a normal landing; but that we had requested priority handling and to expect to see the CFR vehicles near the runway.I also briefed the Passengers about the same situation. ATC cleared us direct to the airport and we started our descent. During the Approach Briefing; we had discussed configuring early to allow time for the electric pump gear and flap extension. Those worked as expected and we maintained normal pressure on the hydraulic gauges. The landing was normal. Thrust reverse and spoiler extension operated normally with the slightest of flicker from the Electric Pump Low Pressure lights as mentioned in the QRH. I even had normal nose wheel steering. We cleared the runway and I asked that CFR inspect the aircraft for any visible leaks. They saw none; so we continued to the gate in ZZZ. Upon arrival at the gate; I contacted Dispatch and Maintenance Control. I then wrote up the Two Low Pressure light indications in the logbook.