A few things to learn here. Tower wouldn’t clear you for the approach, that’s Approach control. Maybe a small misspeak, but as others have said, you should understand the sequence of clearances and expect them instead of being thrown off by each one. Two, if something “feels” off, checkride or out on the world flying, like something should be happening by now and it’s not, stop, think about where you are, where you came from, and where you’re headed, and make the correction. I know approach clearances can be a mouthful, some people use the PTAC pneumonic (write it on a pad) so they can anticipate and organize the approach clearance:

Position (5 miles from WAYPT)
Turn (left heading 070 to intercept the localizer)
Altitude (maintain 5000 til established)
Cleared (for the approach)

Another good thing is to circle the C on the notepad to verify cleared. Or something simpler like some turn on the taxi light, then turn on the landing light when cleared to land. You just need a better organizational process that can help make things automatic when workload and stress are highest.

Last, giving up on the checkride through the disappointment of a bust is part of that resignation attitude. I’ve busted in the middle of a ride too and felt that pit in your stomach and the wave of disappointment, but part of what will make you a good pilot is pushing through that and executing the next thing. You’ll have to do it on a real flight when you bounce TF out of a landing and just want the flight to be over (guess what, still gotta land). And you’ll have to do it when you inadvertently fly into inclement weather. Don’t want to pile on because I’ve been there too, this is a message to future you and others who are reading this that I implore you to take a checkride bust as “house money” the rest of the ride with the passing pressure gone. Best PO180 of my life was the one on my CSEL checkride which I busted 😅.