EMB-170 Captain reported landing gear indication and retraction problems on takeoff. The flight crew elected to perform an air turn back and precautionary landing at departure airport.

Narrative

On DATE; approximately at XA00 est; the Flight Crew experienced a minor gear malfunction departing ZZZ. The occurrence began on the taxi in on the previous flight where the crew received a landing gear no dispatch caution message as soon as the crew shut down engine two on the taxi in. The message only lasted a second and cleared itself. The crew presumed it was due to a bad power transfer. After parking at the gate; again; on the previous flight; when the crew switched to ground power and there were multiple caution messages that populated the EICAS during the power transfer. These messages only lasted a seconded and cleared itself. Moving forward; Aircraft X to ZZZ1 was fully boarded and at 10 minutes prior to push; the crew received a message from Dispatch to not close due to a disabled aircraft on the only runway in ZZZ1. Eventually; the crew deplaned to wait for a positive update. After a few hours of waiting; the crew was good to board and continue the operation. The flight continued on the ground without issues until shortly after takeoff. The FO (Flight Officer); Pilot Flying; called for gear up and the Captain quickly noticed the landing gear lever was stuck in the down position without a single EICAS message. The Captain declared to fly the aircraft first and to relax especially since the flight was on a RNAV departure. After being handed off to ATC; the captain reminded the FO that he has the aircraft and reported the abnormal to ATC. The crew continued laterally on the SID and was granted a lower airspeed. The Captain opened to the non annunciated chapter of the QRH and quickly found the correct procedure. After completing the procedure and establishing a plan amongst the flight crew; the flights destination was changed to ZZZ. ATC provided the longest runway in ZZZ and the crew accepted and began setting up for the approach. The Captain; when asked; decided to request priority handling to ATC in order to have additional resources on the ground. The Captain identified this occurrence was minor and assumed it was just a bad weight on wheel sensor. However; the Captain also identified the following facts: the crew as a whole was slightly fatigued from the long day; the crew's stress from multiple abnormal operations; the FO and A flight attendant's low experience and the captain never experiencing this failure before. After landing and exiting the runway; the Fire Marshal inspected the landing gear mainly for foreign objects. During this time; the aircraft received ENG 1 and 2 NO DISPATCH; and FLT CONTROL NO DISPATCH caution messages. Ensuring the Flight Attendants; Passengers and Operations were updated; the QRH procedures were completed; the flight continued to the gate where eventually the passengers were deplaned and Maintenance grounded the flight.Moving forward; I received a great deal of experience with the abnormal and believed the crew as a whole handled it very well. I knew studying the non annunciated checklist was important and allowed the crew to take control of the event safely and efficiently. Without all the threats previously mentioned and the experienced gained; I may not request priority handling for a future occurrence of the like. Lastly; I believe some seemingly erroneous EICAS messages during power transfers that instantly clear themselves should be reported to Maintenance. If this was done; the event as a whole could have been avoided.I believe some seemingly erroneous EICAS messages during power transfers that instantly clear themselves should be reported to Maintenance. If this was done; the event as a whole could have been avoided.